Lubrication Oil and Internal-Combustion Engine Fuel

ABSTRACT

The objective is to provide lubrication oil and internal-combustion engine fuel for reducing the fuel consumption and for reducing carbon dioxide and other exhaust gas components. 
     The lubrication oil is injected with lubrication oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.01 to 1 volume % and desirably in the range from 0.1 to 0.5 volume %. Petroleum oil fuel is injected with fuel oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volume %. The petroleum oil fuel is light oil, kerosene, gasoline, or Bunker A. Any one or both of these lubrication oil and petroleum oil fuel is/are used for an internal-combustion engine.

FIELD OF THE INVENTION

The present invention relates to lubrication oil. In particular, the present invention relates to internal-combustion engine lubrication oil and internal-combustion engine fuel.

BACKGROUND ART

Generally, it has been known that the global warming is influenced by the carbon dioxide caused by the combustion of petroleum oil fuel used in an internal-combustion engine.

In the current economic situation, exchanging or improving various pieces of equipment such as a vehicle, a heavy machine, or a boiler is difficult but the reduction of carbon dioxide has been strongly required.

In a machine such as an internal-combustion engine or a driving system, lubrication oil is used in order to reduce the friction caused during the operation of a gear or a piston. When lubrication oil is used in an internal-combustion engine or a driving system, the friction can be reduced to provide a smooth rotation of a gear or a piston for example, thus reducing the consumption amount of fuel (e.g., light oil, gasoline) and the emission amounts of carbon dioxide and other exhaust gas components caused in the combustion.

On the other hand, lubrication oil is oxidized and deteriorated when subjected to the use for a long period of time. The oxidized lubrication oil causes acid substance, varnish, or sludge for example, thus promoting deterioration such as an increased acid number or an increased viscosity. There are various disadvantages where such an acid substance for example causes the worn parts of an internal-combustion engine or the wear or lubrication oil having an increased viscosity causes an increased power loss, which hinders the operation of the internal-combustion engine.

The mechanical parts of the internal-combustion engine rust due to various causing factors such as water ingression by rain and wind for example. The rust causes an increased power loss, thus hindering the operation of the internal-combustion engine.

By the way, lubrication oil is added with (a) copolymer having a number average molecular weight in the range higher than 6300 and lower than 1200 of octadecene 1 and maleic anhydride and (b) dispersant/VI improver additive agent including a succinimide reaction product prepared from polyamine and acyclic hydrocarbyl-substituted succinic acylating agents. As a result, resolving agent disperses the varnish and sludge components in the entire oil to thereby prevent the accumulation thereof, according to the disclosed invention (see Patent Publication 1 for example).

Regarding petroleum oil fuel itself, it has been previously suggested to add, in a diesel engine, fuel additive substance to the petroleum oil fuel to provide a favorable combustion efficiency to thereby improve the fuel consumption (see Patent Publication 2 for example).

RELATED-ART PUBLICATION PATENT PUBLICATION

-   Patent Publication 1: Japanese Unexamined Patent Application     Publication No. H09-176673 -   Patent Publication 2: Japanese Unexamined Patent Application     Publication No. 2005-290254

SUMMARY OF THE INVENTION Problem to be Solved by the Invention

However, the invention according to Patent Publication 1 uses the resolving agent to disperse sludge for example to suppress the oxidation and deterioration of lubrication oil. However, the dispersibility cannot be maintained for a long time, the suppression of the oxidation and deterioration of the lubrication oil is not so high, and the effect of reducing carbon dioxide is insufficient. Furthermore, the rust prevention effect for mechanical parts is not achieved.

In the case of the technique as disclosed in Patent Publication 2 to include additive substance in petroleum oil fuel, to attach a fuel reduction apparatus, or to attach an exhaust gas reduction apparatus, carbon dioxide cannot be reduced. The complete combustion causes increased carbon dioxide and a fine-tuned engine causes increased carbon dioxide.

On the other hand, the inventor has carried out the eco-drive education for saving fuel consumption for over ten years. However, the fuel consumption can be saved by about 1% to 2% only. Even when a digital tachograph is attached to manage the driver, there is no remarkable difference in fuel consumption between a vehicle attached with the digital tachograph and a vehicle driven by a highly-experienced driver performing eco-driving.

In view of the above, the inventor has been researching how to reduce the carbon dioxide generation by using internal-combustion engine lubrication oil for a long time. Finally, the inventor has found an effect that eco-substance (dimethylalkyl tertiary amine) injected to lubrication oil can reduce the friction among the parts of the internal-combustion engine, prevent the oxidation and deterioration of the lubrication oil, and can reduce the wear to provide a longer life to various engines.

The inventor also found that various engines can have a rust prevention effect, thus contributing to various engines having a longer life. Thus, the inventor was convinced that the reduction of carbon dioxide and the reduction of exhaust gas components (CO, HC, NOx gas) and the fuel consumption can be achieved, thus reaching the present invention.

The inventor also found that, through a keen research for realizing internal-combustion engine fuel causing less carbon dioxide, eco-substance (dimethylalkyl tertiary amine) injected to petroleum oil fuel can effectively reduce carbon dioxide, other exhaust gas components, and fuel consumption.

In other words, the fuel consumption in light oil, kerosene, gasoline, and Bunker A can be reduced, the amount of carbon dioxide in the exhaust gas can be reduced, and CO, HC, and NOx gas also can be reduced.

It is an objective of this invention to provide internal-combustion engine lubrication oil that has reduced deterioration, a friction reduction effect, and a rust prevention effect as well as internal-combustion engine fuel that can reduce carbon dioxide, a fuel consumption amount, and all exhaust gas.

Means for Solving the Problem

In order to solve the above disadvantage, lubrication oil according to the present invention is injected with impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.01 to 1 volume %. The dimethylalkyl tertiary amine may be, for example, dimethyllaurylamin, dimethylmyristylamine, or dimethylcocoamine for example.

According to this configuration, the impregnating agent (dimethylalkyl tertiary amine) is adsorbed to the metal surfaces of the respective parts of the internal-combustion engine or the driving system for example to reduce friction. Thus, rotating parts such as a gear or a bearing for example can have a reduced friction resistance, thus providing a smooth operation. Thus, an internal-combustion engine for example using this lubrication oil can have a reduced amount of fuel consumption and reduced carbon dioxide and other exhaust gas components (e.g., CO, HC, NOx, SOx, PM). The internal-combustion engine for example using this lubrication oil also can have suppressed wear of the gear or bearing for example, thus providing a longer life of various engines. Furthermore, since the lubrication oil impregnating agent can provide rust prevention acid neutralization, the oxidation and deterioration of the lubrication oil can be suppressed. Thus, the above-described fuel reduction effect or the effect of reducing carbon dioxide for example can be realized for a long time.

The lubrication oil according to claim 2 may have the dimethylalkyl tertiary amine represented by the general expression (1).

(R represents an alkyl group.)

In the lubrication oil according to claim 3, the dimethylalkyl tertiary amine is desirably formed by oils of plants and animals for environmental friendliness.

In the lubrication oil according to claim 4, the impregnating agent is preferably injected in an amount of 0.1 to 0.5 volume % from the viewpoints of performance and cost.

In the lubrication oil according to claim 5, the lubrication oil may be internal-combustion engine lubrication oil. The internal-combustion engine lubrication oil means engine oil for example. By using lubrication oil as engine oil, a reduced load can be applied to an engine, a main shaft, a clutch, a mission, a propeller shaft, a joint bearing, a differential gear, a rear shaft, a wheel bearing, a battery, or a starter for example. Thus, the respective parts can have reduced friction and can have remarkably-reduced fuel consumption, thus achieving the corresponding reduction of carbon dioxide and other types of exhaust gas. The lubrication oil also may be used, in addition to engine oil, for power steering oil, turbine oil, or gear oil for example.

The lubrication oil according to claim 6 may be used in internal-combustion engine together with internal-combustion engine fuel injected with the lubrication oil impregnating agent in the range from 0.1 to 1 volume %. According to this configuration, the internal-combustion engine fuel (e.g., gasoline) injected with the impregnating agent can provide, when being used together with the lubrication oil of the present invention, not only the effect by the lubrication oil but also a reduced fuel consumption by the internal-combustion engine fuel mixed with the impregnating agent, thus additionally achieving the effect of reducing carbon dioxide and other exhaust gas components. Even at a part to which the lubrication oil cannot reach (e.g., a top part of a con rod), an oil film is formed by jetted internal-combustion engine fuel. This oil film provides the same function as that of the lubrication oil to provide a smooth operation of various engines (see FIG. 1). This oil film also can prevent the seizure around a piston head for example.

In the lubrication oil according to claim 7, impregnating agent composed of dimethylalkyl tertiary amine is injected in the range from 1 to 5 volume % and thickener is injected so that the resultant oil is jellylike. The jellylike lubrication oil means the one such as grease that is used by being coated on a bearing or a shaft for example. The thickener is injected in order to cause the lubrication oil to be semisolid and may be, for example, calcium, sodium, lithium, or aluminum for example. According to this configuration, the respective parts can have reduced friction thereamong, smooth operation can be obtained, reduced fuel consumption can be achieved, and the reduction of carbon dioxide and other exhaust gas components can be reduced. A rust prevention effect also can be obtained, thus providing a longer life to the machine. While the lubrication oil of claims 1 to 6 is mainly used in an internal-combustion engine (e.g., engine oil), the jellylike lubrication oil is mainly used for a bearing or a tire shaft for example. Thus, the impregnating agent can be used in a relatively-high amount.

In the invention according to claim 8, petroleum oil fuel is injected with fuel oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volume %. The dimethylalkyl tertiary amine may be amine DM12D, amine DM14D, or amine DM16D (product names used by LION AKZO Co., Ltd.).

According to the invention of claim 8, when the fuel is used in an internal-combustion engine, a fuel consumption amount is reduced, carbon dioxide and other exhaust gas components are reduced, and stability is achieved for a long period.

When the fuel of claim 8 is used as vehicle fuel, the engine noise is improved at the speed of about 20 km and the exhaust gas temperature of 70 to 100 degrees C., showing a highly-efficient combustion. Since the fuel combusts at a low temperature, CO₂ is absorbed and the combustion reaction is promoted.

In addition, the fuel oil impregnating agent (dimethylalkyl tertiary amine) can be adsorbed to a metal surface to provide friction reduction and rust prevention. Thus, the lubrication performance is improved qualitatively, a smooth engine rotation is provided, and the rust prevention acid neutralization is realized, thus preventing the oxidation and deterioration of engine oil. This effect is significant when the engine oil is oxidized and deteriorated.

Furthermore, air pollutant such as sulfur oxide (SOx), black smoke, or particulate matter (PM) is reduced and CO, HC, or NOx is also reduced.

As described in claim 9, the petroleum oil fuel composed of light oil, kerosene, gasoline, or Bunker A is effectively used.

As described in claim 10, from the viewpoint of cost in particular, the fuel oil impregnating agent is desirably injected in an amount of 0.99 to 1 volume %.

Effect of the Invention

As described above, according to the present invention, lubrication oil is injected with impregnating agent composed of dimethylalkyl tertiary amine in the range of 0.01 to 1 volume %. Thus, when the lubrication oil is used in an internal-combustion engine such as an automobile engine, various engines can have reduced friction resistance, the fuel consumption amount is reduced, and the carbon dioxide and other exhaust gas components are also reduced. The lubrication oil also provides a rust prevention effect, suppresses the oxidation and deterioration of the lubrication oil, suppresses the wear of the respective parts, and can provide the internal-combustion engine with a longer life.

Petroleum oil fuel injected with fuel oil impregnating agent composed of dimethylalkyl tertiary amine in the range from 0.5 to 1 volume % allows, when the petroleum oil fuel is used in an internal-combustion engine such as an automobile engine, the fuel consumption amount to be stably reduced for a long period and also allows carbon dioxide and other exhaust gas components to be reduced.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates the flow of the lubrication oil in a piston and a con rod of an internal-combustion engine and the flow of fuel (injection).

FIG. 2 illustrates the result of the vehicle number 438 of the black smoke test using normal lubrication oil (conventional lubrication oil).

FIG. 3 illustrates the result of the vehicle number 438 of a black smoke test using new eco-friendly lubrication oil (the lubrication oil of the present invention).

FIG. 4 illustrates the result of the vehicle number 8003 of the black smoke test using normal lubrication oil.

FIG. 5 illustrates the result of the vehicle number 8003 of the black smoke test using the new eco-friendly lubrication oil.

FIG. 6A schematically illustrates the configuration of a test apparatus.

FIG. 6B illustrates one example of an eco-substance injection method.

FIG. 7 illustrates the result of the running test for confirming the effect in a high-octane gasoline vehicle injected with eco-substance.

FIG. 8 illustrates the result of the running test for confirming the effect in a regular gasoline vehicle injected with the eco-substance.

FIG. 9 illustrates the result of the running test for confirming the effect in a HINO 4t vehicle (kerosene) injected with the eco-substance.

FIG. 10 illustrates the result of the running test for confirming the effect in a HINO 4t vehicle (clean heavy oil) injected with the eco-substance.

FIG. 11 illustrates the comparison in fuel consumption between a case where no eco-substance is injected and a case where the eco-substance is injected.

FIG. 12 illustrates, in a rust prevention experiment, the comparison regarding the rust occurrence between a case where normal lubrication oil is coated and a case where new eco-friendly lubrication oil is coated (as of Sep. 16, 2010 at which the experiment was started).

FIG. 13 illustrates, in the rust prevention experiment, the comparison regarding the rust occurrence between a case where the normal lubrication oil is coated and a case where the new eco-friendly lubrication oil is coated (as of Sep. 27, 2010).

FIG. 14 illustrates, in the rust prevention experiment, the comparison regarding the rust occurrence between a case where the normal lubrication oil is coated and a case where the new eco-friendly lubrication oil is coated (as of Oct. 11, 2010).

FIG. 15 illustrates, in the rust prevention experiment, the comparison regarding the rust occurrence between a case where the normal lubrication oil is coated and a case where the new eco-friendly lubrication oil is coated (as of Oct. 18, 2010).

MODE FOR CARRYING OUT THE INVENTION

The following section will describe an embodiment of the present invention with reference to the drawings and tables. The lubrication oil according to the present invention is obtained by injecting lubrication oil impregnating agent composed of dimethylalkyl tertiary amine (hereinafter referred to as eco-substance) to conventional lubrication oil. The eco-substance is injected in the range from 0.01 to 1 volume % and desirably in the range from 0.1 to 0.5 volume %. The reason is that the injection amount lower than 0.1 volume % prevents a sufficient effect from being provided and that the lubrication oil used in a machine such as an internal-combustion engine with the injection amount exceeding 0.5 volume % causes an insufficient effect not enough for a high price. It is confirmed that the lubrication oil injected with the impregnating agent within the above range can be used as general lubrication oil, according to a component analysis.

It is also confirmed that the lubrication oil injected with the eco-substance can provide a desired effect as described later.

The eco-substance may be, for example, dimethyllaurylamine, dimethylmyristylamine, dimethylcocoamine, dimethylpalmitinamine, dimethylbehenylamine, dimethylcocoamine, dimethyl palm stearin amine, or dimethyldesineamine. These eco-substances have different melting points, respectively, and are selectively used based on the application or the point of use of the lubrication oil for example. In this embodiment, the eco-substance is dimethyllaurylamine.

First, lubrication oil is injected with the eco-substance (dimethyllaurylamine) at 0.1 volume %, 0.3 volume %, and 0.5 volume % to thereby manufacture the new eco-friendly lubrication oil having the respective concentrations. The new eco-friendly lubrication oil including the eco-substance at the respective concentrations (volume %) is manufactured, for example, by injecting into a tank including lubrication oil of 100 liters the eco-substance of 0.1 liter for the concentration of 0.1 volume %, the eco-substance of 0.3 liter for the concentration of 0.3 volume %, and the eco-substance of 0.5 liter for the concentration of 0.5 volume % to stir and mix the lubrication oil with the eco-substance.

Next, the manufactured new eco-friendly lubrication oil was used to perform a running test and a black smoke test. These tests were performed in order to compare conventional lubrication oil with the new eco-friendly lubrication oil. In these tests, the lubrication oil was engine oil and the new eco-friendly lubrication oil was conventional engine oil injected with the above predetermined eco-substance.

1. [Running Test]

The vehicles (automobiles) used in the running test were: a diesel truck (a 4t vehicle, a 10t vehicle (gross weight of 20t), and a tractor (gross weight of 40t) for example), a diesel passenger vehicle (“SAFARI” (registered trademark)), a regular gasoline passenger vehicle (“BMW” (registered trademark) of 1600 cc), and a high-octane gasoline passenger vehicle (“MERCEDES-BENZ” (registered trademark) of 6000 cc). In these vehicles, light oil was used in the diesel truck and passenger vehicle and regular gasoline or high-octane gasoline was used in the gasoline vehicles. In order to provide uniform running conditions (e.g., a running speed, a running distance) as much as possible, the respective vehicles were driven by the same driver to run on the same route. In order to prevent an error, the consumption fuel was measured correctly and the running distance was measured correctly by a running distance meter. Then, the resultant fuel consumptions were compared.

(1) New Eco-Friendly Lubrication Oil Including 0.1 Volume % of Eco-Substance

Table 1 to Table 5 show the result of the running tests using the new eco-friendly lubrication oil including 0.1 volume % of the eco-substance. Table 1 and Table 2 are tables showing the result of the running test for the comparison in the fuel consumption for the respective diesel trucks using light oil as fuel between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used. The tables show, from the left side, the vehicle information, the destination, the stopover point, the running distance, and the consumption fuel for example when the conventional engine oil (normal lubrication oil) was used, and the destination, the stopover point, the running distance, and the consumption fuel for example when the new eco-friendly lubrication oil was used. The rightmost section shows how much fuel consumption was reduced and how much average fuel consumption was reduced for the respective vehicles by the use of the new eco-friendly lubrication oil from the fuel consumption amount of the normal lubrication oil. The lowermost section shows how much average fuel consumption was reduced for all of the vehicles.

TABLE 1 February~March The comparison in the fuel consumption <New eco-friendly lubrication oil (including 0.1 volume % of eco-substance)> <Normal> 2009 Apr. 2013-2010 February Run- fuel fuel to from ning con- con- February~March Load Load distance sumption sump- vehicle information (kg) (kg) Dates (km) amountsl tion No. Kobe-88-Ka-3714 NICCA Chiba 9,020 CHIBA Chiba 11,040 2010 1,422 490 2.90 CHEMICAL SHIBOU~ Jan. 27-29 KINKI KANKYOU Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 SK Kawaguch 10,070 TOKUOKA Tokyo 10,760 2009 1,171 443 2.64 Dec. 17-21 Total weight 19,950 kg — No. Kobe-88-Ka-4112 TATEYAMA~ Toyama 10,100 — — — 2010 934 310 3.01 KANEKA Jan 5-7 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1985 Total weight 19,885 kg YONESHOU Ishikawa 10,770 — — — 2009 705 219 3.22 Dec. 29-30 No. Fukui-800-Ka-357 SK Kawaguchi 6,230 SHIUZUOKAYUKA Shizuoka 10,600 2009 1,390 427 3.26 Sep. 4-9 Type NISSAN P-CD45NC rev — Engine PE6 Registration 1989 Total weight 19,870 kg No. Fukui-800-Ka-428 YONESHOU Ishikawa 10,500 — — — 2010 704 235 3.00 Feb. 6-8 Type MITSUBISHI P-FU418N rev YONESHOU Ishikawa 10,070 — — — 2009 666 190 3.51 Feb. 9-10 Engine 6D22 Registration 1995 Ave 685 213 3.22 Total weight 20,640 kg <New eco-friendly lubrication oil (including 0.1 volume % of eco-substance)> 2010 February~2010 March Run- fuel fuel from ning con- con- February~March Load distance sumption sump- vehicle information to (kg) Dates (km) amountsl tion No. Kobe-88-Ka-3714 NICCA Chiba 9,000 CHIBA Chiba 11160 2010 1,303 432 3.02 CHEMICAL SHIBOU~ Feb. 18-20 KINKI KANKYOU Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 SK Kawaguch ★8730 TOKUOKA Tokyo 10,430 2010 1,070 373 2.87 Mar. 19-24 Total weight 19,950 kg No. Kobe-88-Ka-4112 TATEYAMA~ Toyama 10,170 — 2010 1,031 317 3.25 KANEKA Feb. 9-10 Type ISUZU P-CXM19P rev TATEYAMA~ Toyama 10,210 — 2010 1,014 320 3.17 KANEKA Mar. 24-25 Engine 10PC1 Registration 1985 Ave 1,023 319 3.21 Total weight 19,885 kg YONESHOU Ishikawa 10,670 — — — 2010 676 200 3.38 Mar. 26-29 No. Fukui-800-Ka-357 SK Kawaguchi ★5370 SHIUZUOKAYUKA Shizuoka 10,800 2010 1,260 353 3.57 Type NISSAN Feb. 2-5 P-CD45NC rev Engine PE6 Registration 1989 Total weight 19,870 kg No. Fukui-800-Ka-428 YONESHOU Ishikawa 10,710 — — — 2010 672 200 3.36 Mar. 6-10 Type MITSUBISHI P-FU418N rev Engine 6D22 Registration 1995 Total weight 20,640 kg average Reduc- reduc- tion tion rate rate from from February~March normal normal vehicle information (%) Notes (%) No. Kobe-88-Ka-3714 −4% Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total weight 19,950 kg −8% Com- parison data is insuf- ficient −4% No. Kobe-88-Ka-4112 −7% Type ISUZU P-CXM19P rev −5% Engine 10PC1 Registration 1985 Total weight 19,885 kg −6% −5% −6% No. Fukui-800-Ka-357 −9% Type NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total weight 19,870 kg −9% No. Fukui-800-Ka-428 −4% Type MITSUBISHI P-FU418N rev Engine 6D22 Registration 1995 Total weight 20,640 kg −4% Average of all vehicles −6% conditions loadage: +−500 kg Tank cleaning Driver Utilization of the highway: 5~10% using the power of loading and unloading direct delivery from fuelmakers

TABLE 2 March~July comparison in the fuel consumption <New eco-friendly lubrication oil (including 0.1 volume % of eco-substance)> <Normal> ~2010 Apr. 1 fuel to from Running con- fuel March~July Load Load distance sumption con- The vehicle information (kg) (kg) Dates (km) amountsl sumption No. Kobe-88-Ka-4112 SK Saitama 10,000 TOUSHIN Nagano 10,210 2008 Oct.17-21 1,219 432 2.82 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1985 Total 19,885 kg — weight No. Kobe-88-Ka-4112 TAIHEIKYUSHU Iizuka 9,900 empty — — 2008 Sep. 23-24 1,250 370 3.38 Type MITSUBISHI P-FU415N rev TAIHEIKYUSHU Iizuka 9,900 empty — — 2008 Nov. 20-21 1,320 360 3.67 Engine 8DC9 Registration 1986 Ave 1,285 365 3.52 Total 19,715 kg weight No. Fukui-800-Ka-357 KOGUNIS Kitatone 7,460 MARUOU Sendai 10,270 2009 Mar. 26-30 1,890 546 3.46 Type NISSAN P-CD45NC rev — Engine PE6 Registration 1989 Total 19,870 kg weight <New eco-friendly lubrication oil (including 0.1 volume % of eco-substance)> fuel Reduction from Running con- fuel rate from March~July Load distance sumption con- normal The vehicle information to (kg) Dates (km) amountsl sumption (%) No. Kobe-88-Ka-4112 SK 9,450 TOUSHIN 10250 2010 May 17-19 1,188 345 3.44 −18% Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1985 Total weight 19,885 kg −18% No. Kobe-88-Ka-4112 TAIHEIKYUSHU 9,900 empty 2010 Apr. 19-20 1,232 335 3.68  −4% Type MITSUBISHI P-FU415N rev TAIHEIKYUSHU 9,900 empty 2010 Apr. 28-29 1,235 343 3.60  −2% Engine 8DC9 Registration 1986 TAIHEIKYUSHU 9,900 empty 2010 May 6-7 1,218 337 3.61  −2% Total weight 19715 kg TAIHEIKYUSHU 9,900 empty 2010/24-25 1,213 332 3.65  −4% TAIHEIKYUSHU 9,900 empty 2010 May 3-Jun. 1 1,220 325 3.75  −6% TAIHEIKYUSHU 9,900 empty 2010 Jun. 28-29 1,221 340 3.59  −2% Ave 1,223 335 3.65  −4%  −4% No. Fukui-800-Ka-357 KOGUNIA 8,310 MARUOU 10,570 From Apr. 22 to 26 1,930 509 3.79  −9% Type NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total weight 19,870 kg  −9% Average of all vehicles −10% conditions loadage: +−500 kg Tank cleaning Driver Utilization of the highway: 5~10% using the power of loading and unloading direct delivery from fuelmakers

As can be seen from these results, the fuel consumption performance is improved by the use of new eco-friendly lubrication oil when compared with a case where the normal lubrication oil is used. The improved fuel consumption provides the reduction of emitted carbon dioxide and other exhaust gas components.

Table 3 and Table 4 are tables showing, with regard to the respective vehicles using gasoline (regular or high-octane) as fuel, the result of the running test for the comparison of the fuel consumption between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used. These tables show the destinations of the respective routes, the stopover points, the respective distances, the total running distances, the fuel consumption amounts, the fuel consumption, and how much fuel consumption was reduced by the use of the new eco-friendly lubrication oil from the fuel consumption amount of the normal lubrication oil. The lowermost section shows how much average fuel consumption was reduced for all of the routes. In the table, the term “new eco-friendly oil” means the new eco-friendly lubrication oil.

TABLE 3

TABLE 4

As can be seen from these results, the fuel consumption performance is improved, also in the gasoline vehicle, by the use of new eco-friendly lubrication oil when compared with a case where the normal lubrication oil is used.

From the above description, it is understood that the fuel consumption performance is improved, both in the diesel trucks and the gasoline vehicles, by the use of new eco-friendly lubrication oil including 0.1 volume % of the eco-substance.

Table 5 shows the comments by the driver regarding the change from the normal lubrication oil to the new eco-friendly lubrication oil. The comments at least did not include any answer showing bad fuel consumption or vehicle.

TABLE 5 running test using new eco-friendly lubrication oil in high-octane gasoline car running dis- eco- distance amount eco- date of car engine place- date of sub- running after of sub- changing No. type ment mixing oil stance distance changing oil stance comment of driver oil 357 PE-6 11670 cc Jan. 20, 2010 0.10% 1,652,976 km  3,000 km 27 L 27 cc fuel condition: power: Mar. 18, con- GOOD GOOD 2010 sumption: GOOD 4914 8DC9 Feb. 1, 2010 0.10%   549,739 km 20,000 km 28 L 28 cc fuel condition: power: con- GOOD GOOD sumption: GOOD 3887 10PC1 15010 cc Feb. 6, 2010 0.10% 1,505,301 km  3,000 km 30 L 30 cc fuel condition: power: Feb. 6, con- GOOD GOOD 2010 sumption: GOOD 5211 TD42  4160 cc Mar. 1, 2010 0.10%   101,734 km   700 km  9 L  9 cc fuel condition: power: Mar. 1, con- GOOD GOOD 2010 sumption: GOOD running dis- eco- distance amount eco- car engine place- date of sub- running after of sub- something No. type ment mixing oil stance distance changing oil stance comment of driver wrong 4397 8DC9 16030 cc Feb. 14, 2010 0.10% 1,236,666 km 14,566 km 28 L 28 cc fuel condition: power: nothing con- GOOD GOOD sumption: GOOD 428 6D22 11140 cc Feb. 14, 2010 0.10% 1,052,103 km  2,103 km 26 L 26 cc fuel condition: power: nothing con- GOOD GOOD sumption: GOOD 4112 10PC1 15010 cc Feb. 14, 2010 0.10% 1,693,635 km  6,365 km 30 L 30 cc fuel condition: power: nothing con- unknown unknown sumption: unknown 4914 8DC9 16030 cc Feb. 22, 2010 0.10%   549,739 km  0 28 L 28 cc fuel condition: power: nothing con- GOOD GOOD sumption: GOOD

(2) New Eco-Friendly Lubrication Oil Including 0.3 Volume % of Eco-Substance

Table 6 to Table 12 show the result of the running tests using the eco-friendly lubrication oil including 0.3 volume % of the eco-substance. Table 6 and Table 7 show, as in Table 1 and Table 2, the result of the running test for the comparison in the fuel consumption for the respective diesel trucks (10t vehicles) using light oil as fuel between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used. Table 8 shows the data for the running test regarding the diesel truck (10t vehicle) having the vehicle number 353. The 353 vehicle was caused to run on generally the same route for many times.

TABLE 6 April~July comparison in the fuel consumption <New eco-friendly lubrication oil (including 0.3 volume % of eco-substance)> <Normal> ~2010/4/20 Running fuel April~July to from distance consumption fuel vehicle information Load (kg) Load (kg) Dates (km) amountsl consumption No. Kobe-88-Ka-3887 KOGUNIS Kitatone 8,320 NIIGATA Niigata 11,480 2008 1,405 503 2.79 CHEMICAL Apr. 22-25 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total weight 19,975 kg — No. Kobe-88-Ka-3900 SK Kawaguchi 5,560 TOUSHIN Nagano 10,520 2008 1,353 478 2.83 Type ISUZU P-CXM19P rev Sep. 24-26 Engine 10PC1 Registration 1984 SK Kawaguchi 5,350 TOUSHIN Nagano 9940 2008 1,353 461 2.93 Total weight 19,835 kg Jul. 29-31 Ave 1,353 470 2.88 <New eco-friendly lubrication oil (including 0.1 volume % of eco- substance)> Reduction

rate Running fuel from April~July from distance consumption fuel normal vehicle information to Load (kg) Dates (km) amountsl consumption (%) No. Kobe-88-Ka-3887 KOGUNIA 7,530 NIIGATA 11850 2010 1,405 448 3.14 −11% CHEMICAL Apr. 23-27 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total 19,975 kg weight −11% No. Kobe-88-Ka-3900 SK 8,720 TOUSHIN 10050 2010 1,336 416 3.21 −10% Apr. 26-28 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total 19,835 kg weight −10% Average of all vehicles −10% conditions loadage: +−500 kg Tank cleaning Driver Utilization of the highway: 5~10% using the power of loading and unloading direct delivery from fuelmakers

indicates data missing or illegible when filed

TABLE 7 April~August comparison in the fuel consumption <New eco-friendly lubrication oil (including 0.3 volume % of eco-substance)> <Normal> 2010 Apr. 20 fuel fuel to from Running con- con- April~August Load Load distance sumption sump- vehicle information (kg) (kg) Dates (km) amountsl tion No. Kobe-88-Ka-3714 KOGUNIS Kitatone 8,200 NUNOKAWASAN Niigata 10,100 2008 1,575 555 2.87 GYOU May 23-26 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total weight 19,950 kg — No. Kobe-88-Ka-3887 KOGUNIS Kitatone 8,320 NUNOKAWASAN Niigata 11,480 2008 1,405 503 2.79 GYOU Apr. 22-25 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total weight 19,975 kg No. Kobe-88-Ka-3900 SK Kawaguchi 5,560 TOUSHIN Nagano 10,520 2008 1,353 478 2.83 Sep. 24-26 Type ISUZU P-CXM19P rev SK Kawaguchi 5,250 TOUSHIN Nagano 9,940 2008 1,353 461 2.93 Jul. 29-31 Engine 10PC1 Registration 1984 Ave 1,353 470 2.88 Total weight 19,835 kg <New eco-friendly lubrication oil (including 0.1 volume % of eco-substance)>

Reduction fuel fuel rate from Running con- con- from April~August Load distance sumption sump- normal vehicle information to (kg) Dates (km) amountsl tion (%) No. Kobe-88-Ka-3714 KOGUNIS 7,510 NUNOKAWASAN 10270 2010 1,576 538 2.93  −3% GYOU Aug. 6-11 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total weight 19,950 kg Ave  −3% No. Kobe-88-Ka-3887 KOGUNIS 7,530 NIIGATA 11850 2010 1,405 448 3.14 −11% CHEMICAL Apr. 23-27 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total weight 19,975 kg Ave −11% No. Kobe-88-Ka-3887 SK 8,720 TOUSHIN 10,050 2010 1,336 416 3.21 −10% Apr. 26-28 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1984 Total weight 19,835 kg Ave −10% Average of all vehicles  −8% conditions loadage: +−500 kg Tank cleaning Driver Utilization of the highway: 5~10% using the power of loading and unloading direct delivery from fuelmakers

indicates data missing or illegible when filed

TABLE 8 Destination: YASHIROIGA (Iga-shi, Mie)-NICHIHAKU (Amagasaki-shi) Transport running test (vehicle No. 353) Condition: same driver, same load using normal oil running total running fuel service distance transport transport average fuel distance fuel con- month frequency per a tonnage (t) tonnage per one service (km) (I) sumption January 14 272 105.920 7.566 74.14 3,812 1,038 3.67 February 16 253 120.080 7.505 60.25 4,048 964 4.20 March 16 251 120.480 7.53 67.38 4,019 1,078 3.73 April 16 252 120.340 7.521 75.88 4,028 1,214 3.32 May 14 249 104.370 7.455 73.29 3,492 1,026 3.40 June 18 252 135.400 7.522 57.56 4,531 1,036 4.37 July 26 260 203.000 7.808 67.27 6,761 1,749 3.87 total 120 1789 909.590 52.907 475.77 30,691 8,105 26.56 average 17 256 129.941 7.58 67.54 4384 1,158 3.79 using new eco-friendly lubrication oil Aug. 18, 2010- running total average fuel running fuel Reduction service distance transport transport per one distance fuel con- rate from month frequency per a tonnage (t) tonnage service (km) (I) sumption normal Sep. 9-15 6 250 45.060 7.51 62.5 1,502 375 4.01 −5.50% Sep. 16-22 6 253 44.980 7.497 67 1,516 402 3.77 0.40% Sep. 23-29 6 251 44.820 7.47 65 1,504 390 3.86 −1.80% Sep. 30-Oct. 6 6 249 45.350 7.558 63.83 1,491 383 3.89 −2.70% Oct. 7-13 6 248 45.390 7.565 62.5 1,490 375 3.97 −4.70% Oct. 14-18 4 248 29.980 7.495 62.75 992 251 3.95 −4.20% total 34 1499 255.580 45.095 383.58 8,495 2,176 23.45 average 5.7 250 42.597 7.516 63.93 1416 363 3.91 −3.00% Reduction rate from normal (%) −5.20%

As can be seen from these results, the fuel consumption performance is improved, in the diesel trucks using light oil, by the use of new eco-friendly lubrication oil including 0.3 volume % of eco-substance when compared with a case where the normal lubrication oil is used.

Table 9 shows the test result when the new eco-friendly lubrication oil including 0.3 volume % of the eco-substance was used in the diesel trucks (4t vehicle) using light oil as fuel. Table 10 shows the test result for the diesel passenger vehicle using light oil as fuel.

TABLE 9

TABLE 10 test vehicle: NISSAN SAFARI running test using new conditions: load +−30 kg, same vehicle, same driver, eco-friendly lubrication oil fuel tolerance 100 cc new eco-friendly lubrication oil Normal oil (including 0.3 volume % of eco-substance) month January February March April May June working 18 days 24 days 25 days 21 days 22 days 25 days days running 101734 km 102090 km 102445 km 102778 km 103205 km 103744 km distance per month main Nishinomiya 12 km Hitokura 61 km Nishinomiya 12 km Osaka 50 km Sakai 70 km Sanda 88 km desti- Ishimichi 48 km dam Hitokura 61 km Hitokura 61km Suma 80 km nation Hitokura 61 km Hitokura 61 km Ishimichi 48 km dam dam Nada 36 km & Nada 36 km dam Hitokura 61 km Sakai 35 km running Nada 36 km Nada 36 km dam Nada 36 km distance Nada 36 km total 157 km 158 km 96 km 208 km 202 km 204 km running distance com- 199 km 197 km 237 km 219 km 337 km 465 km muting (2 km), less than 10 km per running 356 km 355 km 333 km 427 km 539 km 669 km distance amount 67.8 l 64.23 l 61.92 l 66.54 l 83.14 l 93.28 l used fuel fuel 5.251 km/l 5.527 km/l 5.378 km/l 6.417 km/l 6.483 km/l 7.172 km/l con- sump- tion average of fuel consumption 5.385 (normal oil, 3 months) Reduction rate −16% −17% −25% from normal (%) average of fuel consumption 6.873 (new eco-friendly lubrication oil, 5 months) new eco-friendly lubrication oil (including 0.3 volume % of eco-substance) month July August September working 23 days 23 days 24 days days running 104413 km 104946 km 105455 km distance per month main Sanda 93 km Hitokura 61 km Hitokura  61 km desti- Nada 36 km dam dam nation Ishimichi 48 km Nishinomiya  12 km & Nada 36 km Izumishi 120 km running Hitokura 61 km Nada  36 km distance dam Kobe  61 km Morinomiya  40 km Izumisano  90 km KobeMaya  42 km total 129 km 206 km 461 km running distance com- 404 km 303 km 351 km muting (2 km), less than 10 km per running 533 km 509 km 812 km distance amount 78.18 l 74.24 l 108.35 l used fuel fuel 6.818 km/l 6.856 km/l 7.494 km/l con- sump- tion Reduction −21% −21% −28% rate from normal (%) Reduction −22% rate from normal (%)

As can be seen from these results, the fuel consumption performance is improved, also in the diesel truck (4t vehicle) and the diesel passenger vehicle using light oil, by the use of the new eco-friendly lubrication oil including 0.3 volume % of the eco-substance when compared with a case where the normal lubrication oil is used.

Table 11 and Table 12 show, as in Table 3 and Table 4, the result of the running test for the comparison in the fuel consumption for the respective vehicles using gasoline (regular and high-octane) as fuel between a case where the conventional engine oil was used and a case where the new eco-friendly lubrication oil was used.

TABLE 11

TABLE 12

As can be seen from these results, the fuel consumption performance is improved, also in the gasoline vehicles, by the use of the new eco-friendly lubrication oil including 0.3 volume % of the eco-substance when compared with a case where the normal lubrication oil is used.

As can be seen from the above, the fuel consumption performance is improved, also in any of the diesel truck and the passenger vehicle using light oil as fuel and the gasoline vehicle, by the use of the new eco-friendly lubrication oil including 0.3 volume % of the eco-substance.

(3) New Eco-Friendly Lubrication Oil Including 0.5 Volume % of Eco-Substance

Table 13 to Table 15 show the result of the running tests using the eco-friendly lubrication oil including 0.5 volume % of the eco-substance regarding the gasoline vehicle using high-octane gasoline, the gasoline vehicle using regular gasoline, and the diesel passenger vehicle using light oil as fuel. Table 13 shows the test result for high-octane gasoline. Table 14 shows the test result for regular gasoline. Table 15 shows the test result for light oil as fuel.

TABLE 13

TABLE 14

TABLE 15 running test using new eco-friendly lubrication oil test vehicle: NISSAN SAFARI (conditions: load +−30 kg, same vehicle, same driver, fuel tolerance 100 cc) new eco-friendly lubrication oil (0.5 volume % eco- Normal oil substance) month January February March October working days 18 days 24 days 25 days 24 days running distance 101734 km 102090 km 102445 km 106267 km per month main destination & Nishinomiya 12 km Hitokura dam 61 km Nishinomiya 12 km Hitokura 61 km running distance Ishimichi 48 km Hitokura dam 61 km Ishimichi 48 km Hitokura 61 km Hitokura 61 km Nada 36 km Nada 36 km Nada 36 km Nada 36 km total 157 km 158 km 96 km 158 km running distance comuting (2 km), less 199 km 197 km 237 km 237 km than 10 km per running distance 356 km 355 km 333 km 395 km amount used fuel 67.8 l 64.23 l 61.92 l 59.09 l fuel consumption 5.251 km/l 5.527 km/l 5.378 km/l 6.685 km/l average of fuel consumption (normal oil, 3 months) 5.385 Reduction rate from normal (%) −19%

As can be seen from these results, the fuel consumption performance is improved, at least in the passenger vehicle using gasoline and light oil as fuel, by the use of new eco-friendly lubrication oil including 0.5 volume % of eco-substance when compared with a case where the normal lubrication oil is used.

2. [Black Smoke Test]

The respective vehicles were black smoke test in order to compare the new eco-friendly lubrication oil including 0.3 volume % of the eco-substance with the normal lubrication oil regarding the black smoke concentration.

In the black smoke test, a probe (a exhaust gas extraction sheet of a black smoke measuring instrument) was inserted to an exhaust pipe by about 20 cm to allow the exhaust gas to pass through the probe. Then, the probe on which impurities were attached was placed in the black smoke measuring instrument to measure the black smoke concentration. The blacker the probe is, the more impurities are attached thereto, thus resulting in a higher black smoke concentration.

(i) In the black smoke test, the vehicle was stopped and the change gear was at a neutral position.

(ii) A motor was operated under no load. Then, an accelerator pedal was pushed down rapidly until the highest rotation number was reached. Then, the accelerator pedal was released until the no-load running is reached. The above operation was repeated 2 or 3 times.

(iii) Next, the no-load running was performed for about 5 seconds and the accelerator pedal was pushed down rapidly to retain this state for about 4 seconds. Thereafter, the accelerator pedal was released and this state was retained for about 11 seconds. The above operation was repeated 2 or 3 times

(iv) The extraction of black smoke was started when the accelerator pedal was pushed down in (iii). The probe was purged (to scavenge any remaining black smoke) just before the extraction of black smoke.

(v) The above steps of (i) to (iv) were repeated 3 times. Then, the resultant average value was determined as a black smoke concentration.

Table 16 shows the list of the results of the black smoke test for the respective vehicles. The left side shows the result for the normal lubrication oil. The right side shows the result for the new eco-friendly lubrication oil including 0.3 volume % of the eco-substance. FIG. 2 to FIG. 5 are an example showing the result of the actually-performed black smoke test (regarding the vehicle numbers 438 and 8003).

TABLE 16 Black Smoke Test Comparison of normal oil and new eco-friendly lubrication oil including 0.3 volume % eco-substance new eco-friendly lubrication oil including 0.3 normal oil (RIMULA SUPER) volume % eco-substance (RIMULA SUPER) comparison result running running reducation reducation car distance 1st 2nd 3rd average distance 1st 2nd 3rd average value of rate of No. (km) test-day (%) (%) (%) (%) (km) test-day (%) (%) (%) (%) black smoke black smoke notes 438 399,433 Jul. 24, 2010 18 18 16 17.3 411,922 Oct. 5, 2010 14 18 18 16.7 −0.67 −3.80% 358 1,838,971 Aug. 31, 2010 18 30 34 27.3 1,845,835 Oct. 7, 2010 20 30 24 24.7 −2.67 −9.80% 428 1,091,454 Aug. 31, 2010 22 24 24 23.3 1,097,929 Oct. 7, 2010 24 22 26 24 0.67 2.90% 8003 502,888 Aug. 31, 2010 2 2 2 2 506,248 Oct. 6, 2010 1 1 1 1 −1 −50.00% 4397 1,272,953 Sep. 6, 2010 26 28 30 28 1,279,810 Oct. 8, 2010 18 20 20 21.3 −6.67 −23.80% 4112 1,729,429 Sep, 9, 2010 34 20 14 22.7 1,735,222 Oct. 7, 2010 22 26 26 23.3 0.67 2.90%

As can be seen from the above, the use of the new eco-friendly lubrication oil including 0.3 volume % of the eco-substance can reduce black smoke, thus improving the performance. Furthermore, less emitted black smoke also achieves environmental friendliness.

Table 17 to Table 19 show the comments by the drivers of the respective vehicles regarding the behavior and horsepower of the engine, the fuel consumption, and exhaust gas smoke for example.

TABLE 17 research table of car condition car No. 8002 driver YAHARI notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 16, 2010 good good little little tractor/gross weight/40t unknown * unchanged * unchanged * unchanged * bad bad much much sign: MAKITA sign: YAHARI car No. 3887 driver TSUGAWA notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 16, 2010 good * good * little * little large-sized-car/20t unknown unchanged unchanged unchanged * bad bad much much sign: MAKITA sign: TSUGAWA car No. 3714 driver SEKIGUCHI notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 17, 2010 good good little * little large-sized-car/20t unknown * unchanged unchanged unchanged * bad bad * much much sign: MAKITA sign: SEKIGUCH car No. 3900 driver INOUE notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 16, 2010 good * good little * little * large-sized-car/20t unknown unchanged * unchanged unchanged engine is smooth bad bad much much sign: MAKITA sign: INOUE car No. 4914 driver TUKANO notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 16, 2010 good * good * little * little large-sized-car/20t: unknown unchanged unchanged unchanged * bad bad much much sign: MAKITA sign: TUKANO car No. 8001 driver SUGA notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 16, 2010 good good * little little * large-sized-car/20t unknown * unchanged unchanged * unchanged bad bad much much sign: MAKITA sign: SUGA car No. 357 driver TAKEDA notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 17, 2010 good * good little * little large-sized-car/20t unknown unchanged * unchanged unchanged * ii consumption amount decrease bad bad much much sign: MAKITA sign: TAKEDA car No. 353 driver Shin YAMADA notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 21, 2010 good good little little large-sized-car/20t unknown * unchanged unchanged * unchanged * smoke amount decrease bad bad * much much sign: MAKITA sign: YAMADA

TABLE 18 research table of car condition car No. 348 driver ARATANI notes engine feeling horsepower feeling fuel feeling smoke feeling Oct. 13, 2010 good * good little little I feel that unknown unchanged * unchanged * unchanged * the condition of engine is good bad bad much much sign: ARATANI car No. 428 driver Tadashi YAMADA notes engine feeling horsepower feeling fuel feeling smoke feeling Oct. 1, 2010 good * good * little * little unknown unchanged unchanged unchanged * bad bad much much sign: YAMADA car No. 4112 driver HARUNA notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 30, 2010 good * good little * little * unknown unchanged * unchanged unchanged bad bad much much sign: HARUNA car No. 4397 driver YAMAGUCHI notes engine feeling horsepower feeling fuel feeling smoke feeling Sep. 30, 2010 good * good little * little * I feel unchanged unknown unchanged * unchanged unchanged bad bad much much sign: YAMAGUCHI

TABLE 19 research table of car condition car No. 8003 driver GOTOU notes engine feeling horsepower feeling fuel feeling smoke feeling Oct. 1, 2010 good good * little little I feel that unknown * unchanged unchanged * unchanged * engine is good in uphill bad bad much much sign: GOTOU car No. 427 driver UMEDA notes engine feeling horsepower feeling fuel feeling smoke feeling Oct. 7, 2010 good * good little little * unknown unchanged * unchanged * unchanged bad bad much much sign: UMEDA car No. 358 driver MIYAZU notes engine feeling horsepower feeling fuel feeling smoke feeling Oct. 1, 2010 good good * little * little I feel that unknown * unchanged unchanged unchanged * horsepower is slightly stronger bad bad much much sign: MIYAZU car No. 438 driver MUKAI notes engine feeling horsepower feeling fuel feeling smoke feeling Oct. 1, 2010 good good little little It is quiet during unknown * unchanged * unchanged * unchanged * rotation of the engine is raised bad bad much much sign: MUKAI

As can be seen from these comments, according to the comments by the drivers, the use of the new eco-friendly lubrication oil provides, when compared with the use of the conventional lubrication oil, at least equal or improved engine behavior, fuel consumption, and exhaust gas smoke amount.

3. [Internal-Combustion Engine Fuel]

Next, the following section will describe an embodiment of the internal-combustion engine fuel injected with eco-substance with reference to the drawings.

The internal-combustion engine fuel according to the present invention is obtained by injecting (or adding) fuel oil impregnating agent composed of dimethylalkyl tertiary amine (hereinafter referred to as eco-substance) to petroleum oil fuel. The eco-substance is injected in the range from 0.5 to 1 volume % and desirably in the range from 0.99 to 1 volume %. The reason is that the injection amount lower than 0.5 volume % prevents a sufficient effect from being provided and that the injection amount exceeding 1 volume % causes an insufficient effect not enough for a high price. It is confirmed that light oil, kerosene, gasoline, or Bunker A injected with the fuel oil impregnating agent within the above range is handled as light oil, kerosene, gasoline, or Bunker A, according to a component analysis.

The petroleum oil fuel is light oil, kerosene, gasoline, or Bunker A and can provide, by being injected with the eco-substance, a desired effect as described later.

The eco-substance may be amine DM12D, amine DM14D, or amine DM16D (product name used by LION AKZO Co., Ltd.).

Next, as shown in FIG. 6( a), the heat-resistant hose 14 was used to send the exhaust gas from the exhaust pipe 12 of the automobile engine 11 via the hot filter 13 into the general-purpose engine exhaust gas measurement apparatus 15 (EXSA-1500 HORIBA Ltd). Then, the increase-decrease rate of the concentration of an exhaust gas component (e.g., CO₂) was measured with a different engine rotation number for light oil, regular gasoline, kerosene, and Bunker A for a case where the eco-substance was not injected and a case where the eco-substance of 1% was injected, the result of which is shown in Tables 20 to 23. The reference numeral 16 denotes an input apparatus for setting test conditions (e.g., a personal computer). The reference numeral 17 denotes an output apparatus for outputting the test result (e.g., a pen recorder).

In this test, as shown in FIG. 6( b), the round tank 18 including 500 to 1500 liters of the remaining oil injected with the eco-substance was injected with such solution from the storage tank 19 that is obtained by injecting 80 liters of the eco-substance to 120 liters of petroleum oil. Then, the resultant mixture in the lower part of the tank was stirred and mixed by the pump 20. Thereafter, in order so that the concentration of the entirety is 1% for example, fuel not injected with the eco-substance was inputted to the tanker lorry 21, thereby preparing internal-combustion engine fuel as a sample.

In Table 20 to Table 36, DLMA is the amine DM12D and DMMA is the amine DM16D.

TABLE 20 [car A/diesel fuel—air temperature 9 degrees/humidity 50% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 0% CO 168 230 234 262 CO2 12,775 13,725 16,550 20,400 1% CO 136 197 188 244 (rate of change) (−19%) (−14%) (−20%) (−7.0%) CO2 11,375 13,125 15,175 20,050 (rate of change) (−11%) (−4.4%) (−8.3%) (−1.7%) 2% CO 124 169 189 227 (rate of change) (−26%) (−27%) (−19%) (−13%) CO2 10,525 12,500 15,850 18,725 (rate of change) (−18%) (−8.9%) (−4.2%) (−8.2%) 4% CO 115 158 178 228 (rate of change) (−32%) (−31%) (−24%) (−23%) CO2 11,075 12,975 16,150 19,900 (rate of change) (−13%) (−5.5%) (−2.4%) (−2.5%)

TABLE 21 [car A/diesel fuel—air temperature 9 degrees/humidity 50% at the time of measurement] DMMA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 0% CO 168 230 234 262 CO2 12,775 13,725 16,550 20,400 1% CO 111 158 188 235 (rate of change) (−34%) (−31%) (−20%) (−10%) CO2 10,500 12,825 15,150 18,625 (rate of change) (−18%) (−6.6%) (−8.5%) (−8.7%) 2% CO 122 168 200 239 (rate of change) (−27%) (−27%) (−15%) (−8.8%) CO2 10,875 12,175 14,550 18,250 (rate of change) (−15%) (−11%) (−12%) (−11%) 4% CO 122 171 199 256 (rate of change) (−27%) (−26%) (−15%) (−3.3%) CO2 10,900 12,225 14,575 18,450 (rate of change) (−15%) (−11%) (−12%) (−9.6%)

TABLE 22 [car B/diesel fuel—air temperature 17 degrees/humidity 45% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 0% CO 134 147 171 213 CO2 11,400 13,725 18,300 23,100 HC 262 272 302 326 1% CO 121 137 160 200 (rate of change) (−10%) (−6.8%) (−6.4%) (−6.1%) CO2 11,250 13,800 16,700 21,200 (rate of change) (−1.3%) (+0.5%) (−8.7%) (−8.2%) HC 226 236 264 310 (rate of change) (−14%) (−13%) (−13%) (−4.9%) 2% CO 139 138 166 201 (rate of change) (+3.7%) (−6.1%) (−2.9%) (−6.6%) CO2 11,375 13,575 17,625 21,425 (rate of change) (−0.2%) (−1.1%) (−3.7%) (−7.3%) HC 206 216 240 255 (rate of change) (−21%) (−21%) (−21%) (−22%) 4% CO 128 134 159 193 (rate of change) (−4.5%) (−8.8%) (−7.0%) (−9.4%) CO2 11,350 13,450 17,100 21,375 (rate of change) (−0.4%) (−2.2%) (−6.6%) (−7.5%) HC 203 213 235 244 (rate of change) (−23%) (−22%) (−22%) (−25%)

TABLE 23 [car C/diesel fuel—air temperature 25 degrees/humidity 60% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm   0% CO 90 117 167 224 CO2 13,500 14,350 16,600 22,350 HC 74 92 139 218   2% CO 23 32 16 138 (rate of change) (−74%) (−73%) (−54%) (−40%) CO2 13,200 14,200 15,875 18,475 (rate of change) (−2.2%) (−1.0%) (−4.4%) (−17%) HC 59 74 120 172 (rate of change) (−20%) (−20%) (−14%) (−21%)   4% CO 29 23 70 124 (rate of change) (−68%) (−80%) (−58%) (−45%) CO2 13,125 14,150 16,000 18,600 (rate of change) (−2.8%) (−1.4%) (−3.6%) (−17%) HC 63 74 118 168 (rate of change) (−15%) (−20%) (−15%) (−23%) 7.5% CO 20 17 50 106 (rate of change) (−78%) (−85%) (−70%) (−53%) CO2 13,050 13,725 15,725 18,525 (rate of change) (−3.3%) (−4.4%) (−5.3%) (−17%) HC 55 65 101 148 (rate of change) (−26%) (−29%) (−27%) (−32%)  10% CO 10 13 39 91 (rate of change) (−89%) (−89%) (−77%) (−59%) CO2 13,500 13,950 15,075 18,075 (rate of change) (−0%) (−2.8%) (−9.2%) (−19%) HC 45 64 94 137 (rate of change) (−39%) (−30%) (−32%) (−37%)

TABLE 24 [car D/diesel fuel—air temperature 22 degrees/humidity 50% at the time of measurement] DMLA- density of exhaust constituent (ppm) adding engine 1000 1500 2000 2500 amount speed idling rpm rpm rpm rpm 0% CO 158 164 174 236 302 CO2 16,800 17,200 18,750 23,300 28,250 NOX 157 134 125 189 369 2% CO 28 49 96 152 212 (rate of (−82%) (−70%) (−45%) (−36%) (−30%) change) CO2 16,425 16,975 17,275 22,600 27,350 (rate of (−2.2%) (−1.3%) (−7.9%) (−3.0%) (−3.2%) change) NOX 142 107 95 148 292 (rate of (−10%) (−20%) (−24%) (−22%) (−21%) change)

TABLE 25 [car D/diesel fuel—air temperature 25 degrees/humidity 75% at the time of measurement] DMLA- density of exhaust constituent (ppm) adding engine 1000 1500 2000 2500 amount speed idling rpm rpm rpm rpm 0% CO 167 172 200 262 338 CO2 22,150 20,250 24,100 28,050 34,850 NOX 109 116 103 153 316 2% CO 102 97 152 218 255 (rate of (−39%) (−44%) (−24%) (−17%) (−25%) change) CO2 19,475 19,750 22,400 26,750 32,850 (rate of (−12%) (−2.5%) (−7.1%) (−4.6%) (−5.7%) change) NOX 121 101 73 114 234 (rate of (+11%) (-13%) (−29%) (−25%) (−26%) change)

TABLE 26 [car D/diesel fuel—air temperature 23 degrees/humidity 48% at the time of measurement] DMMA- density of exhaust constituent (ppm) adding engine 1000 2000 2500 accelerator amount speed idling rpm rpm rpm MAX 0% CO 124 143 213 278 195 CO2 17,600 17,450 22,600 28,600 27,100 NOX 167 124 152 284 144 2% CO 59 68 177 240 161 (rate of (−52%) (−52%) (−17%) (−14%) (−17%) change) CO2 17,075 16,525 21,150 27,025 24,275 (rate of (−3.0%) (−5.3%) (−6.4%) (−5.5%) (−10%) change) NOX 137 104 126 256 126 (rate of (−18%) (−16%) (−17%) (−10%) (−12%) change)

TABLE 27 [car D/diesel fuel—air temperature 30 degrees/humidity 50% at the time of measurement] DMMA- density of exhaust constituent (ppm) adding engine 1000 2000 2500 accelerator amount speed idling rpm rpm rpm MAX 0% CO 133 150 209 251 184 CO2 18,200 18,650 24,450 31,500 27,850 NOX 154 115 153 339 153 2% CO 102 129 196 239 153 (rate of (−23%) (−14%) (−6.2%) (−4.8%) (−17%) change) CO2 17,850 18,050 22,550 28,200 26,200 (rate of (−2.0%) (−3.2%) (−7.8%) (−10%) (−5.9%) change) NOX 123 118 127 253 152 (rate of (−20%) (+2.6%) (−17%) (−25%) (−0.7%) change)

TABLE 28 [car D/diesel fuel—air temperature 30 degrees/humidity 50% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2500 rpm 0% CO 133 150 160 209 251 CO2 18,200 18,650 19,900 24,450 31,500 NOX 154 115 108 153 339 7.5% CO 107 116 141 170 208 (rate of change) (−20%) (−23%) (−12%) (−19%) (−17%) CO2 17,800 17,300 19,400 22,300 27,700 (rate of change) (−2.2%) (−7.2%) (−2.5%) (−8.8%) (−12%) NOX 133 106 85 130 266 (rate of change) (−14%) (−8.6%) (−21%) (−15%) (−2.2%) 10% CO 54 48 108 158 188 (rate of change) (−59%) (−68%) (−33%) (−24%) (−25%) CO2 18,300 16,900 18,250 21,300 26,000 (rate of change) (+0.5%) (−9.4%) (−8.3%) (−13%) (−17%) NOX 163 112 89 123 272 (rate of change) (+5.8%) (−2.6%) (−18%) (−20%) (−20%)

TABLE 29 [car E/diesel fuel—air temperature 17 degrees/humidity 60% at the time of measurement] DMMA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2500 rpm 0% CO 98 83 139 228 299 CO2 24,125 21,850 22,250 24,850 27,875 1% CO 89 72 106 162 188 (rate of change) (−9.2%) (−13%) (−24%) (−29%) (−37%) CO2 23,350 20,850 20,800 22,450 26,850 (rate of change) (−3.2%) (−4.6%) (−6.5%) (−9.7%) (−3.7%) 2% CO 106 74 95 164 206 (rate of change) (+8.2%) (−11%) (−32%) (−28%) (−31%) CO2 24,075 21,425 21,800 23,225 26,800 (rate of change) (−0.2%) (−1.9%) (−2.0%) (−6.5%) (−3.9%)

TABLE 30 [car F / diesel fuel—air temperature 9 degrees/humidity 60% at the time of measurement] DMMA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2200 rpm 0% CO 170 192 207 246 348 CO2 12,000 12,800 15,450 18,100 24,950 CO 138 178 229 229 337 (rate of change) (−19%) (−7.3%) (+11%) −(7.0%) (−3.2%) 1% CO2 11,675 12,625 14,775 17,625 22,525 (rate of change) (−2.7%) (−1.4%) (−4.4%) (−2.6%) (−9.7%) 2% CO 122 157 205 231 325 (rate of change) (−28%) (−18%) (−1.0%) (−6.1%) (−6.6%) CO2 11,300 12,400 13,850 16,250 21,200 (rate of change) (−5.8%) (−3.1%) (−10%) (−10%) (−15%) 4% CO 107 161 200 225 325 (rate of change) (−37%) (−16%) (−4.4%) (−8.5%) (−6.6%) CO2 11,125 12,028 14,500 16,500 22,125 (rate of change) (−7.7%) (−6.1%) (−6.1%) (−8.8%) (−11%)

TABLE 31 [car A / fuel oil A—air temperature 9 degrees / humidity 60% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2500 rpm 0% CO2 11,400 12,850 16,200 18,375 24,150 2% CO2 11,300 12,750 15,600 17,900 23,100 (rate of change) (−0.9%) (−0.8%) (−3.7%) (−2.6%) (−4.3%) 4% CO2 11,150 12,250 14,100 17,950 23,100 (rate of change) (−2.2%) (−4.7%) (−13%) (−2.2%) (−4.3%)

TABLE 32 [car E / fuel oil A—air temperature 17 degrees / humidity 60% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 0% CO2 25,500 23,050 23,400 25,255 1% CO2 24,800 22,600 22,625 25,175 (rate of change) (−2.7%) (−2.0%) (−3.3%) (−0.3%) 2% CO2 24,525 23,050 22,425 24,250 (rate of change) (−3.8%) 0% (−4.2%) (−4.0%) 4% CO2 24,275 22,025 22,475 25,125 (rate of change) (−4.8%) (−4.4%) (−4.0%) (−0.5%)

TABLE 33 [car B / fuel oil A—air temperature 17 degrees / humidity 45% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2200 rpm 0% CO 215 243 298 376 383 CO2 11,725 13,950 18,050 22,350 27,350 HC 312 348 378 361 357 1% CO 174 216 270 351 366 (rate of change) (−19%) (−11%) (−9.4%) (−6.6%) (−4.4%) CO2 11,350 14,000 17,800 22,600 24,500 (rate of change) (−3.2%) (+0.4%) (−1.4%) (+1.1%) (−10%) HC 288 309 336 315 318 (rate of change) (−7.7%) (−11%) (−11%) (−13%) (−11%) 2% CO 195 228 280 351 352 (rate of change) (−9.3%) (−6.2%) (−6.0%) (−6.6%) (−8.1%) CO2 11,450 13,400 18,150 21,050 24,700 (rate of change) (−2.3%) (−3.9%) (+0.6%) (−5.8%) (−9.7%) HC 292 319 346 328 327 (rate of change) (−6.4%) (−8.3%) (−8.5%) (−9.1%) (−8.4%)

TABLE 34 [car G/regular gasoline—air temperature 8 degrees/humidity 65% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 0% CO2 38,319 108,494 114,981 125,344 1% CO2 33,900 96,650 113,950 123,825 (rate of change) (−12%) (−11%) (−0.9%) (−1.2%) 2% CO2 32,950 98,250 103,375 124,650 (rate of change) (−14%) (−9.4%) (−10%) (−0.6%) 4% CO2 32,425 96,225 109,525 118,775 (rate of change) (−15%) (−11%) (−4.7%) (−5.2%)

TABLE 35 [car A / kerosene—air temperature 7 degrees/humidity 60% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2300 rpm 0% CO 154 230 344 521 832 CO2 14,810 15,010 18,050 22,030 26,430 HC 176 182 210 311 440 1% CO 141 196 302 456 710 (rate of change) (−8.4%) (−15%) (−12%) (−12%) (−15%) CO2 14,000 14,750 16,050 19,900 24,000 (rate of change) (−5.5%) (−1.7%) (−11%) (−9.7%) (−9.2%) HC 142 164 196 281 383 (rate of change) (−19%) (−9.9%) (−6.7%) (−9.6%) (−13%) 2% CO 137 197 323 475 668 (rate of change) (−11%) (−14%) (−6.1%) (−8.8%) (−20%) CO2 14,050 14,800 16,200 21,200 24,500 (rate of change) −(5.1%) (−1.4%) (−10%) (−3.8%) (−7.3%) HC 139 161 202 289 374 (rate of change) (−21%) (−12%) (−3.8%) (−7.1%) (−15%)

TABLE 36 [car C / kerosene—air temperature 7 degrees/humidity 60% at the time of measurement] DMLA— density of exhaust constituent (ppm) adding amount engine speed idling 1000 rpm 1500 rpm 2000 rpm 2300 rpm 0% CO 78 170 383 517 393 CO2 13,650 12,550 14,810 18,400 22,275 HC 192 206 330 467 443 1% CO 33 62 221 441 313 (rate of change) (−58%) (−64%) (−42%) (−15%) (−20%) CO2 13,600 12,375 14,400 18,400 21,700 (rate of change) (−0.4%) (−1.4%) (−2.8%) 0% (−3.6%) HC 121 167 275 380 308 (rate of change) (−37%) (−19%) (−17%) (−19%) (−31%) 2% CO 45 103 211 406 348 (rate of change) (−42%) (−39%) (−45%) (−21%) (−11%) CO2 12,850 12,850 14,025 16,725 21,775 (rate of change) (−5.9%) (+2.4%) (−5.3%) (−9.1%) (−2.2%) HC 117 166 253 368 294 (rate of change) (−39%) (−19%) (−23%) (−21%) (−34%) 4% CO 48 110 234 364 326 (rate of change) (−38%) (−35%) (−39%) (−30%) (−17%) CO2 13,650 12,550 14,550 16,975 21,025 (rate of change)  0%  0% (−1.8%) (−7.7%) (−5.6%) HC 110 153 241 339 300 (rate of change) (−43%) (−26%) (−27%) (−27%) (−32%)

As can be seen from the result shown in the above tables, the light oil, kerosene, gasoline, or Bunker A injected with the eco-substance can reduce CO2 when compared with fuel not injected with the eco-substance. The light oil, kerosene, gasoline, or Bunker A injected with the eco-substance also can reduce sulfur oxide (SOx), black smoke, and particulate matter (PM) as an air pollutant and can reduce CO, HC, and NOx.

Then, FIG. 7 to FIG. 10 show the result of the running test when the petroleum oil fuel is high-octane gasoline, regular gasoline, kerosene, and clean Bunker A for the comparison between a case where these types of fuel are not injected with the eco-substance and a case where these types of fuel are injected with the eco-substance. In order to provide uniform running conditions (e.g., a running speed, a running time) as much as possible, the running test was performed by the same driver. In order to prevent an error, the petroleum oil fuel and the eco-substance were measured correctly.

The result was that any of the high-octane gasoline, regular gasoline, kerosene, and clean Bunker A showed a reduced consumption fuel, resulting in the reduction rate of 5% to 21%. In particular, gasoline showed a reduction rate of 9.5% to 21% and kerosene and Bunker A showed a reduction rate of 5% to 9%. This shows that a significant reduction effect is obtained when the fuel is gasoline.

FIG. 11 and Table 37 show the comparison between the petroleum oil fuel of light oil not injected with the eco-substance and the petroleum oil fuel of light oil injected with the eco-substance by performing the running test to measure the running distance by a tachometer.

As in the high-octane gasoline, regular gasoline, kerosene, and clean Bunker A, light oil injected with the eco-substance shows a reduced consumption fuel, thus improving the fuel consumption.

Table 37 to Table 54 show the result of the test to further confirm the fuel consumption.

TABLE 37 base period: 2008.January-2009.March confirming the fuel consumption of injecting no eco-substance into fuel study period: 2009.Apr. 13-2009.Sep. 30 confirming the fuel consumption of injecting eco-substance into fuel fuel consumption running distance amounts fuel consumption of all vehicles of all vehicles of all vehicles 2008 April 102,214 34,778 2.94 May 99,354 32,725 3.04 June 85,280 28,312 3.01 July 102,597 36,288 2.83 August 70,338 22,661 3.10 September 101,246 35,744 2.83 total 561,029 190,508 2.96 reduction rate (%) 2009 April 70,944 22,720 3.12  −5.9% May 67,260 21,071 3.19  −4.9% June 86,370 27,494 3.14  −4.1% July 78,478 26,179 3.00  −5.7% August 70,100 21,645 3.24  −4.2% September 85,606 26,145 3.27 −13.5% total 458,758 145,254 3.16  −6.4% fuel consumption running distance amounts fuel consumption of 10t vehicle of 10t vehicle of 10t vehicle 2008 April 94,336 31,224 3.02 May 90,804 29,182 3.11 June 78,121 24,772 3.15 July 93,603 32,299 2.90 August 63,450 19,726 3.22 September 92,320 31,856 2.90 total 512,643 169,059 3.05 reduction rate (%) 2009 April 67,339 20,823 3.23  −6.6% May 63,279 19,269 3.28  −5.2% June 78,406 24,393 3.21  −1.9% July 70,572 22,797 3.10  −6.4% August 62,774 18,305 3.43  −6.2% September 71,190 20,693 3.44 −15.8% total 413,560 126,280 3.28  −7.1% test vehicles: 10t car * 13 (including onboard cars) [trailer] April-June: 2 cars, July-September: 3 cars

As can be seen from Table 37, all of the vehicles show an average reduction rate of −6.4% and the 10t vehicle shows an average reduction rate of −7.1%.

TABLE 38 loading point: Kobe-shi, Hyogo The comparison in the fuel amounts & the fuel consumption destination data unloading point: Iizuka-shi, Hukuoka From 13 Apr. to 31 Oct. No. Kobe-88-Ka-4397 Type MITSUBISHI P-FU415N rev Engine 8DC9 Registration 1986 Total weight 19715 kg <Normal> ~2009 Apr. 13 fuel con- fuel from Running sumption consumption to Load (kg) Dates distance (km) amountsl (km/l) TAJHEJKYUSHU Iizuka 9,900 empty — — 2008 1,250 370 3.38 Sept. 23-24 TAJHEJKYUSHU Iizuka 9,900 empty — — 2008 1,320 360 3.67 Nov. 20-21 Ave 1,285 365 3.52 <injecting 0.99 ~ 1 volume % of eco-substance)> 2009 Apr. 13 ~ fuel con- fuel from Running sumption consumption to Load (kg) Dates distance (km) amountsl (km/l) TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,218 340 3.58 May 15-18 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,351 340 3.97 May 15-18 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,224 330 3.71 Jun. 8-9 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,223 335 3.65 Jul. 28-29 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,316 345 3.81 Aug. 24-25 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,225 335 3.66 Oct. 14-15 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,222 330 3.70 Oct. 22-23 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 1,214 330 3.68 Oct. 26/27 Ave 1,249 336 3.72 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −2% −5% May 15-18 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −11% May 15-18 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −5% Jun. 8-9 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −2% Jul. 28-29 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −8% Aug. 24-25 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −4% Oct. 14-15 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −5% Oct. 22-23 TAJHEJKYUSHU Iizuka 9,900 empty — — 2009 −4% Oct. 26-27 conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 38 shows that an average reduction rate of −5% is achieved in 8 running tests for which the loading place is Kobe-shi of Hyogo ken and the unloading place is Iizuka-shi of Fukuoka ken.

TABLE 39 destination to loading point: Amagasaki-shi, Comparison in the fuel amounts & the fuel consumption data Hyogo unloading point: Kawaguchi-shi, From 13 Apr. to 31 Oct. Saitama from loading point: Ueda-shi, Nagano unloading point: Amagasaki-shi, Hyogo No. Kobe-88-Ka-4112 Type ISUZU P-CXM19P rev Engine 10PC1 Registration 1985 Total weight 19,885 kg <Normal> ~2009 Apr. 13 fuel con- Running sumption fuel con- to from distance amounts sumption Load (kg) Load (kg) Dates (km) (l) (km/l) SK Kawaguchi 10,100 TOUSHIN Nagano 10,200 2008 1,219 432 2.82 Oct. 7-21 <injecting 0.99 ~ 1 volume % of eco-substance)> 2009 Apr. 13 ~ fuel con- Running sumption fuel con- from distance amounts sumption to Load (kg) Dates (km) (l) (km/l) SK Kawaguchi 10,100 TOUSHIN Nagano 10,300 2009 11,213 415 2.92 May 14-18 SK Kawaguchi 10,100 TOUSHIN Nagano 10,300 2009 1,207 405 2.98 Oct. 27-29 Ave 1,210 410 2.95 average of Reduction reduction rate from rate from from normal normal to Load (kg) Dates (%) Notes (%) SK Kawaguchi 10,100 TOUSHIN Nagano 10,300 2009 −3% −12% May 14-18 SK Kawaguchi 10,100 TOUSHIN Nagano 10,300 2009 −5% Oct. 27-29 Ave −4% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 40 destination to loading point: Amagasaki-shi, Hyogo Comparison in the fuel amounts & the fuel consumption data unloading point: Kawaguchi-shi, From 13 Apr. to 31 Oct. Saitama from loading point: Ueda-shi, Nagano unloading point: Amagasaki-shi, Hyogo No. Fukui-800-Ka-357 Type NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total 19,870 kg weight <Normal> ~2009 Apr. 13 fuel con- Running sumption fuel to from distance amounts consumption Load (kg) Load (kg) Dates (km) (l) (km/l) SK Kawaguchi 6,300 TOUSHIN Nagano 10,750 2008 1,220 419 2.91 Apr. 4-8 SK Kawaguchi 8,050 TOUSHIN Nagano 10,700 2008 1,220 390 3.13 May 12-14 SK Kawaguchi 10,000 TOUSHIN Nagano 10,250 2008 1,220 400 3.05 Aug. 25-27 Ave 1220 403 3.03 <injecting 0.99 ~ 1 volume % of eco-substance)> 2009 Apr. 13 ~ fuel con- Running sumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) SK Kawaguchi 8,700 TOUSHIN Nagano 10,600 2009 1,220 338 3.61 Sep. 29- Oct. 1 average of Reduction reduction rate from rate from from normal normal to Load (kg) Dates (%) Notes (%) SK Kawaguchi 6,300 TOUSHIN Nagano 10,750 2008 −17% −12% Apr. 4-8 SK Kawaguchi 8,050 TOUSHIN Nagano 10,700 2008 May 12-14 SK Kawaguchi 10,000 TOUSHIN Nagano 10,250 2008 Aug. 25-27 Ave conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 41 destination to loading point: Amagasaki-shi, Hyogo Comparison in the fuel amounts & the fuel consumption data unloading point: Kawaguchi-shi, From 13 Apr. to 31 Oct. Saitama from loading point: Ueda-shi, Nagano unloading point: Amagasaki-shi, Hyogo No. Fukui-800-Ka-358 Type NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total 19,870 kg weight <Normal> ~2009 Apr. 13 fuel con- Running sumption fuel to from distance amounts consumption Load (kg) Load (kg) Dates (km) (l) (km/l) SK Kawaguchi 6,300 TOUSHIN Nagano 11,000 2008 1,310 445 2.94 May 20-22 <injecting 0.99 ~ 1 volume % of eco-substance)> 2009 Apr. 13 ~ fuel con- Running sumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) SK Kawaguchi 9,200 TOUSHIN Nagano 10,800 2009 1,270 370 3.43 May 18-20 Oct. 1 average of Reduction reduction rate from rate from to from normal normal Load (kg) Load (kg) Dates (%) Notes (%) SK Kawaguchi 6,300 TOUSHIN Nagano 11,000 2008 −14% −12% May 20-22 conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 39 to Table 41 show that an average reduction rate of −12% is achieved in 4 running tests for the outward path (loading place: Amagasaki-shi of Hyogo ken, unloading place: Kawaguchi-shi of Saitama ken) and the return path (loading place: Ueda-shi of Nagano ken, unloading place: Amagasaki-shi of Hyogo ken).

TABLE 42 destination loading point: Wajima, Ishikawa Comparison in the fuel amounts & the fuel consumption data unloading point: Amagasaki-shi, Hyogo From 13 Apr. to 31 Oct. No. Kobe-88-Ka-4914 Type MITSUBISHI P-FU415N rev Engine 8DC9 Registration 1988 Total 20000 kg weight <Normal> ~2009 Apr. 13 fuel con- Running sumption fuel to from distance amounts consumption Load (kg) Load (kg) Dates (km) (l) (km/l) YONESHO Ishikawa 10,400 empty — — 2009 670 230 2.91 Feb. 4-5 <injecting 0.99 ~ 1 volume % of eco-substance)> 2009 Apr. 13 ~ fuel con- Running sumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) YONESHO Ishikawa 10,600 empty — — 2009 675 205 3.29 May 14-15 YONESHO Ishikawa 10,700 empty — — 2009 667 205 3.25 May 28-29 Ave 671 205 3.27 average of Reduction reduction rate from rate from to from normal normal Load (kg) Load (kg) Dates (%) Notes (%) YONESHO Ishikawa 10,600 empty — — 2009 −12% −13% May 14-15 YONESHO Ishikawa 10,700 empty — — 2009 May 28-29 −10% Ave −11% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 43 destination loading point: Wajima, Ishikawa Comparison in the fuel amounts & the fuel consumption data unloading point: Amagasaki-shi, Hyogo From 13 Apr. to 31 Oct. No. Fukui-800-Ka-428 Type MITSUBISHI P-FU418N rev Engine 6D22 Registration 1995 Total 20640 kg weight <Normal> ~2009 Apr. 13 fuel con- Running sumption fuel to from distance amounts consumption Load (kg) Load (kg) Dates (km) (l) (km/l) YONESHO Ishikawa 10,500 empty — — 2009 660 235 2.81 Feb. 27-28 YONESHO Ishikawa 10,500 empty — — 2009 Jul.31- 650 216 3.01 Sep. 1 Ave 655 226 2.90 <injecting 0.99 ~ 1 volume % of eco-substance)> 2009 Apr. 13 ~ fuel con- Running sumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) YONESHO Ishikawa 10,800 empty — — 2009 660 200 3.30 Apr. 17-20 YONESHO Ishikawa 10,600 empty — — 2009 650 181 3.59 Jun. 4-5 YONESHO Ishikawa 10,500 empty — — 2009 661 200 3.31 Sep. 11-12 Ave 657 194 3.39 average of Reduction reduction rate from rate from from normal normal to Load (kg) Dates (%) Notes (%) YONESHO Ishikawa 10,800 empty — — 2009 −12% −13% Apr. 17-20 YONESHO Ishikawa 10,600 empty — — 2009 −19% Jun. 4-5 YONESHO Ishikawa 10,500 empty — — 2009 −12% Sep. 11-12 Ave −14% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 42 and Table 43 show that an average reduction rate of −13% is achieved in 5 running tests for which the loading place is Wajima of Ishikawa ken and the unloading place is Amagasaki-shi of Hyogo ken.

TABLE 44 destination loading point: Nakaniikawa-gun, data Toyama Comparison in the fuel amounts & the fuel consumption unloading point: Takasago-shi, Hyogo From 13 Apr. to 31 Oct. No. Kobe-88-Ka-4914 Type MITSUBISHI P-FU415N rev Engine 8DC9 Registration 1988 Total 20000 kg weight <Normal> ~2009 Apr. 13 fuel con- Running sumption fuel to from distance amounts consumption Load (kg) Load (kg) Dates (km) (l) (km/l) TATEYAMA TOYAMA 10,200 empty — — 2009 898 267 3.36 ~ KANEKA Feb. 26-27 TATEYAMA TOYAMA 10,400 empty — — 2009 898 308 2.92 ~ KANEKA Dec. 11-12 Ave 898 288 3.12 <injecting 0.99 ~ 1 volume % of eco-substance)> 2009 Apr. 13 ~ fuel con- Running sumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) TATEYAMA TOYAMA 10,400 empty — — 2009 899 251 3.58 ~ KANEKA May 28-29 TATEYAMA TOYAMA 10,400 empty — — 2009 890 270 3.30 ~ KANEKA Jun. 1-2 TATEYAMA TOYAMA 10,500 empty — — 2009 901 260 3.47 ~ KANEKA Jun. 3-4 TATEYAMA TOYAMA 10,400 empty — — 2009 895 272 3.29 ~ KANEKA Jul. 1-2 Ave 896 263 3.40 average of Reduction reduction rate from rate from from normal normal to Load (kg) Dates (%) Notes (%) TATEYAMA TOYAMA 10,400 empty — — 2009 −13% −12% ~ KANEKA May 28-29 TATEYAMA TOYAMA 10,400 empty — — 2009 −5% ~ KANEKA Jun. 1-2 TATEYAMA TOYAMA 10,500 empty — — 2009 −10% ~ KANEKA Jun. 3-4 TATEYAMA TOYAMA 10,400 empty — — 2009 −5% ~ KANEKA Jul. 1-2 Ave −8% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 45 destination data loading point: Nakaniikawa-gun, Toyama Comparison in the fuel amounts & the fuel consumption unloading point: Takasago-shi, Hyogo From 13 Apr. to 31 Oct. No. Fukui-800-Ka-428 Type MITSUBISHI P-FU418N rev Engine 6D22 Registration 1995 Total weight 20640 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) TATEYAMA~ Toyama 10,100 empty — — 2008 914 277 3.30 KANEKA Nov. 4-5 TATEYAMA~ Toyama 10,300 empty — — 2009 888 250 3.55 KANEKA Jan. 7-8 Ave 901 264 3.42 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) TATEYAMA~ Toyama 10,100 empty — — 2009 878 250 3.51 KANEKA Jun. 10-11 TATEYAMA~ Toyama 10,200 empty (including Operation 2009 939 230 4.08 KANEKA to Tatsumi) Jun. 17-18 TATEYAMA~ Toyama 10,300 empty — — 2009 910 258 3.53 KANEKA Jul. 13-14 TATEYAMA~ Toyama 10,250 empty — — 2009 880 240 3.67 KANEKA Aug. 27-28 Ave 902 245 3.69 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) TATEYAMA~ Toyama 10,100 empty — — 2009 −3% −12% KANEKA Jun. 10-11 TATEYAMA~ Toyama 10,200 empty (including operation 2009 −16%  KANEKA to Tatsumi) Jun. 17-18 TATEYAMA~ Toyama 10,300 empty — — 2009 −3% KANEKA Jul. 13-14 TATEYAMA~ Toyama 10,250 empty — — 2009 −7% KANEKA Aug. 27-28 Ave −7% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 46 destination data loading point: Nakaniikawa-gun, Toyama Comparison in the fuel amounts & the fuel consumption unloading point: Takasago-shi, Hyogo From 13 Apr. to 31 Oct. No. Fukui-800-Ka-438 Type NISSAN U-CD450NC rev Engine PE6 Registration 1993 Total weight 19810 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) TATEYAMA~ Toyama 10,110 empty — — 2009 1,016 318 3.19 KANEKA Feb. 11-12 TATEYAMA~ Toyama 10,390 empty — — 2009 990 383 2.58 KANEKA Mar. 12-13 Ave 1,003 351 2.86 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) TATEYAMA~ Toyama 10,110 empty — — 2009 990 274 3.61 KANEKA Oct. 14-15 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) TATEYAMA~ Toyama 10,110 empty — — 2009 −20% −12% KANEKA Oct. 14-15 conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 44 to Table 46 show that an average reduction rate of −12% is achieved in 9 running tests for which the loading place is Nakaniikawa-gun of Toyama ken and the unloading place is Takasago-shi of Hyogo ken.

TABLE 47 destination data loading point: Noto, Ishikawa Comparison in the fuel amounts & the fuel consumption unloading point: Amagasaki-shi, Hyogo From 13 Apr. to 31 Oct. No. Kobe-88-Ka-4914 Type MITSUBISHI P-FU415N rev Engine 8DC9 Registration 1988 Total weight 20000 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) ISHIKAWA Ishikawa 10,300 empty — — 2009 729 273 2.67 SANY Jan. 8-9 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) ISHIKAWA Ishikawa empty — — 2009 730 216 3.38 SANY Jun. 19-22 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) ISHIKAWA Ishikawa empty — — 2009 −20% −14% SANY Jun. 19-22 conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 48 destination data loading point: Noto, Ishikawa Comparison in the fuel amounts & the fuel consumption unloading point: Amagasaki-shi, Hyogo From 13 Apr. to 31 Oct. No. Fukui-800-Ka-428 Type MITSUBISHI P-FU418N rev Engine 6D22 Registration 1995 Total weight 20640 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) ISHIKAWA Ishikawa 10,000 empty — — 2008 720 215 3.35 SANY Aug. 12-13 ISHIKAWA Ishikawa 7,800 empty — — 2009 688 200 3.44 SANY Mar. 16-17 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) ISHIKAWA Ishikawa 10,000 empty — — 2009 720 190 3.79 SANY Apr. 22-23 ISHIKAWA Ishikawa 8,000 empty — — 2009 689 182 3.79 SANY May 26-27 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) ISHIKAWA Ishikawa 10,000 empty — — 2009 −12% −14% SANY Apr. 22-23 ISHIKAWA Ishikawa 8,000 empty — — 2009  −9% SANY May 26-27 conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 47 and Table 48 show that an average reduction rate of −14% is achieved in 3 running tests for which the loading place is Noto of Isikawa ken and the unloading place is Amagasaki-shi of Hyogo ken.

TABLE 49 destination data to loading point: Amagasaki-shi, Hyogo Comparison in the fuel amounts & the fuel consumption unloading point: Kitatone, Ibaraki From 13 Apr. to 31 Oct. from loading point: Sano-shi, Tochigi unloading point: Amagasaki-shi, Hyogo No. Fukui-800-Ka-357 Type NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total weight 19,870 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) KOGUNIS Kitatone 8,300 YOSHIKAWA Tochigi 10,600 2008 1,270 405 3.14 Jun. 17-18 KOGUNIS Kitatone 8,300 YOSHIKAWA Tochigi 10,200 2008 1,270 411 3.09 Jun. 22-25 KOGUNIS Kitatone 8,100 YOSHIKAWA Tochigi 10,400 2008 1,270 440 2.89 Jul. 5-9 Ave 1270 419 3.03 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) KOGUNIS Kitatone 8,300 YOSHIKAWA Tochigi 10,600 2009 1,270 400 3.18 Jun. 12-17 KOGUNIS Kitatone 8,300 YOSHIKAWA Tochigi 10,400 2009 1,270 404 3.14 Sept. 22-24 Ave 1,270 402 3.16 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) KOGUNIS Kitatone 8,300 YOSHIKAWA Tochigi 10,600 2009 −5% −9% Jun. 12-17 KOGUNIS Kitatone 8,300 YOSHIKAWA Tochigi 10,400 2009 −4% Sept. 22-24 Ave −4% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 50 destination data to loading point: Amagasaki-shi, Hyogo Comparison in the fuel amounts & the fuel consumption unloading point: Kitatone, Ibaraki From 13 Apr. to 31 Oct. from loading point: Sano-shi, Tochigi unloading point: Amagasaki-shi, Hyogo No. Fukui-800-Ka-438 Type NISSAN U-CD450NC rev Engine PE6 Registration 1993 Total weight 19810 kg <Normal> ~2009 Apr. 13 Running fuel to from distance consumption fuel Load (kg) Load (kg) Dates (km) amounts consumption KOGUNIS Kitatone 8,350 YOSHIKAWA Tochigi 10,400 2008 1,326 474 2.80 Dec. 1-3 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ Running fuel from distance consumption fuel to Load (kg) Dates (km) amounts consumption KOGUNIS Kitatone ★7500 YOSHIKAWA Tochigi 10,800 2009 1,326 407 3.26 Sep. 4-8 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) KOGUNIS Kitatone ★7500 YOSHIKAWA Tochigi 10,800 2009 −14% −9% Sep. 4-8 conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 49 and Table 50 show that an average reduction rate of −9% is achieved in 3 running tests for the outward path (loading place: Amagasaki-shi of Hyogo ken, unloading place: Kitatone of Ibaragi ken) and the return path (loading place: Sano-shi of Tochigi ken, unloading place: Amagasaki-shi of Hyogo ken).

TABLE 51 destination data to loading point: Izumisano-shi, Osaka Comparison in the fuel amounts & the fuel consumption unloading point: Echizen, Fukui From 13 Apr. to 31 Oct. from loading point: Nakaniikawa, Toyama unloading point: Takasago-shi, Hyogo No. Fukui-800-Ka-351 Type ISUZU P-CXG23M rev Engine 6SD1 Registration 1986 Total weight 19820 kg <Normal> ~2009 Apr. 13 Running fuel fuel to from distance consumption consumption Load (kg) Load (kg) Dates (km) amounts (l) (km/l) FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,300 2009 1,003 275 3.65 KAWAKEN KANEKA Jan. 27-29 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) FUJI~ Fukui 10,300 TATEYAMA~ Toyama 10,000 2009 1,064 282 3.77 KAWAKEN KANEKA May 27-29 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) FUJI~ Fukui 10,300 TATEYAMA~ Toyama 10,000 2009 −3% −8% KAWAKEN KANEKA May 27-29 conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 52 destination data to loading point: Izumisano-shi, Osaka Comparison in the fuel amounts & the fuel consumption unloading point: Echizen-shi, Fukui From 13 Apr. to 31 Oct. from loading point: Nakaniikawa-gun, Toyama unloading point: Takasago-shi, Hyogo No. Fukui-800-Ka-428 Type MITSUBISHI P-FU418N rev Engine 6D22 Registration 1995 Total weight 20640 kg <Normal> ~2009 Apr. 13 fuel to from Running consumption fuel Load (kg) Load (kg) Dates distance (km) amounts consumption FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,100 2009 973 314 3.10 KAWAKEN KANEKA Jan. 26-28 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ Running fuel from distance consumption fuel to Load (kg) Dates (km) amounts consumption FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,200 2009 979 292 3.35 KAWAKEN KANEKA May 11-13 FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,100 2009 975 280 3.48 KAWAKEN KANEKA Jun. 1-3 FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,200 2009 977 250 3.91 KAWAKEN KANEKA Aug. 18-20 FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,200 2009 1,024 300 3.41 KAWAKEN KANEKA Sep. 15-16 Ave 989 281 3.52 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,200 2009  −8% −8% KAWAKEN KANEKA May 11-13 FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,100 2009 −11% KAWAKEN KANEKA Jun. 1-3 FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,200 2009 −20% KAWAKEN KANEKA Aug. 18-20 FUJI~ Fukui 10,000 TATEYAMA~ Toyama 10,200 2009 −10% KAWAKEN KANEKA Sep. 15-16 Ave −12% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 51 and Table 52 show that an average reduction rate of −8% is achieved in 5 running tests for the outward path (loading place: Izumisano-shi of Osaka-fu, unloading place: Echizen-shi of Fukui ken) and the return path (loading place: Nakaniikawa-gun of Toyama ken, unloading place: Takasago-shi of Hyogo ken).

TABLE 53 destination data loading point: Amagasaki-shi, Hyogo Comparison in the fuel amounts & the fuel consumption unloading point: Yokkaichi-shi, Aichi From 13 Apr. to 31 Oct. No. Kobe-130-A-8002 Type VOLVO Tractor Engine D12 Registration 2002 Total weight 39920 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) JSR Yokkaichi 15,100 empty — — 2009 307 150 2.05 Jan. 6-7 JSR Yokkaichi 15,100 empty — — 2009 310 157 1.97 Jan. 9-12 JSR Yokkaichi 15,100 empty — — 2009 294 155 1.90 Feb. 27-Mar.2 Ave 304 154 1.97 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) JSR Yokkaichi 15,100 empty — — 2009 310 144 2.15 Apr. 17-20 JSR Yokkaichi 15,100 empty — — 2009 308 142 2.17 May 26-27 JSR Yokkaichi 15,100 empty — — 2009 310 152 2.04 Jun. 26-29 Ave. 309 146 2.12 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) JSR Yokkaichi 15,100 empty — — 2009 −5% Fri.~Mon. −6% Apr. 17-20 Delivery JSR Yokkaichi 15,100 empty — — 2009 −10%  Tomorrow May 26-27 Delivery JSR Yokkaichi 15,100 empty — — 2009 −3% Fri.~Mon. Jun. 26-29 Delivery Ave. −7% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 54 destination data loading point: Amagasaki-shi, Hyogo Comparison in the fuel amounts & the fuel consumption unloading point: Yokkaichi-shi, Aichi From 13 Apr. to 31 Oct. No. Kobe-130-A-8003 Type VOLVO Tractor Engine D12C Registration 2003 Total weight 39920 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) JSR Yokkaichi 15,000 empty — — 2009 310 160 1.94 Apr. 16-17 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) JSR Yokkaichi 15,100 empty — — 2009 310 150 2.07 Apr. 22-23 JSR Yokkaichi 15,110 empty — — 2009 310 156 1.99 Oct. 1-2 JSR Yokkaichi 15,050 empty — — 2009 307 156 1.97 Oct. 13-14 JSR Yokkaichi 15,090 empty — — 2009 322 166 1.94 Oct. 15-16 JSR Yokkaichi 15,030 empty — — 2009 309 141 2.19 Oct. 19-20 JSR Yokkaichi 15,170 empty — — 2009 306 150 2.04 Oct. 20-21 JSR Yokkaichi 15,000 empty — — 2009 294 138 2.13 Oct. 21-22 JSR Yokkaichi 15,000 empty — — 2009 313 155 2.02 Oct. 23-26 Ave. 309 152 2.03 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) JSR Yokkaichi 15,100 empty — — 2009 −6% −6% Apr. 22-23 JSR Yokkaichi 15,110 empty — — 2009 −3% Oct. 1-2 JSR Yokkaichi 15,050 empty — — 2009 −2% Oct. 13-14 JSR Yokkaichi 15,090 empty — — 2009   0% goods loaded Oct. 15-16 in the afternoon for delivery the JSR Yokkaichi 15,030 empty — — 2009 −9% Oct. 19-20 JSR Yokkaichi 15,170 empty — — 2009 −5% Oct. 20-21 JSR Yokkaichi 15,000 empty — — 2009 −9% last month goods Oct. 21-22 loaded in the afternoon for JSR Yokkaichi 15,000 empty — — 2009 −4% Fri.~Mon. Oct. 23-26 Ave −5% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 53 and Table 54 show that an average reduction rate of −6% is achieved in 11 running tests for which the loading place is Amagasaki-shi of Hyogo ken and unloading place is Noto of Isikawa ken.

TABLE 55 destination data loading point: Yokkaichi-shi, Aichi Comparison in the fuel amounts & the fuel consumption unloading point: Amagasaki-shi, Hyogo From 13 Apr. to 31 Oct. No. Kobe-88-Ka-3714 Type ISUZU P-CXM19P rev. Engine 10PC1 Registration 1984 Total weight 19950 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) LION Yokkaichi 8,100 empty — — Apr. 3, 2009 340 115 2.96 YOKKAICHI <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) LION Yokkaichi 9,040 empty — — Apr. 12, 2009 340 100 3.40 YOKKAICHI average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) LION Yokkaichi 9,040 empty — — Apr. 12, 2009 −13% −17% YOKKAICHI conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 56 destination data loading point: Yokkaichi-shi, Aichi Comparison in the fuel amounts & the fuel consumption unloading point: Amagasaki-shi, Hyogo From 13 Apr. to 31 Oct. No. Kobe-88-Ka-3900 Type ISUZU P-CXM19P rev. Engine 10PC1 Registration 1984 Total weight 19835 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) LION Yokkaichi 8,000 empty — — Oct. 20, 2008 342 112 3.05 YOKKAICHI <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) LION Yokkaichi 8,100 empty — — Apr. 15, 2009 362 YOKKAICHI LION Yokkaichi 8,000 empty — — Apr. 16, 2009 363 207 3.50 YOKKAICHI LION Yokkaichi 8,000 empty — — May 26, 2009 362 100 3.62 YOKKAICHI LION Yokkaichi 8,100 empty — — May 27, 2009 362 106 3.42 YOKKAICHI Ave 362 103 3.51 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) LION Yokkaichi 8,100 empty — — Apr. 15, 2009 for two −17% YOKKAICHI days in a LION Yokkaichi 8,000 empty — — Apr. 16, 2009 −13% row YOKKAICHI LION Yokkaichi 8,000 empty — — May 26, 2009 −16% YOKKAICHI LION Yokkaichi 8,100 empty — — May 27, 2009 −11% YOKKAICHI Ave −15% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 57 destination data loading point: Yokkaichi-shi, Aichi Comparison in the fuel amounts & the fuel consumption unloading point: Amagasaki-shi, Hyogo From 13 Apr. to 31 Oct. No. Kobe-88-Ka-4112 Type ISUZU P-CXM19P rev. Engine 10PC1 Registration 1985 Total weight 19885 kg <Normal> ~2009 Apr. 13 fuel fuel to from Running consumption consumption Load (kg) Load (kg) Dates distance (km) amounts (l) (km/l) LION Yokkaichi 8,000 empty — — Dec. 3, 2008 YOKKAICHI LION Yokkaichi 8,000 empty — — Dec. 4, 2008 671 272 2.47 YOKKAICHI Ave. 336 136 2.47 <injecting 0.99~1 volume % of eco-substance)> 2009 Apr. 13~ fuel Running consumption fuel from distance amounts consumption to Load (kg) Dates (km) (l) (km/l) LION Yokkaichi 8,100 empty — — May 11, 2009 337 YOKKAICHI LION Yokkaichi 8,000 empty — — May 13, 2009 346 235 2.90 YOKKAICHI LION Yokkaichi 8,000 empty — — May 19, 2009 YOKKAICHI LION Yokkaichi 8,100 empty — — May 20, 2009 685 216 3.17 YOKKAICHI Ave 342 113 3.03 average of Reduction reduction from rate from rate from to Load (kg) Dates normal (%) Notes normal (%) LION Yokkaichi 8,100 empty — — May 11, 2009 for two −17% YOKKAICHI days in a LION Yokkaichi 8,000 empty — — May 13, 2009 −15% row YOKKAICHI LION Yokkaichi 8,000 empty — — May 19, 2009 for two YOKKAICHI days in a LION Yokkaichi 8,100 empty — — May 20, 2009 −22% row YOKKAICHI Ave −18% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

Table 55 to Table 57 show that an average reduction rate of −17% is achieved in 9 running tests for which the loading place is Yokkaichi-shi of Aichi ken and unloading place is Amagasaki-shi of Hyogo ken.

As is clear from these results, the fuel consumption performance can be improved. The fuel consumption performance is improved when the injection amount of the eco-substance is about 0.5 volume %.

4. [Running Test when the Eco-Fuel is Used in Combination]

Next, the running test was performed for a case where the eco fuel obtained by injecting the eco-substance to the internal-combustion engine fuel (light oil, gasoline for example) was used with the new eco-friendly lubrication oil, the result of which is shown in Table 58 to Table 60. In Table 58 and Table 59, with regard to a diesel truck using light oil, the left side shows the result when the normal fuel and the normal lubrication oil were used, the middle side shows the result when the eco fuel and the normal lubrication oil were used, and the right side shows the result when the eco fuel and the new eco-friendly lubrication oil were used. Table 60 shows the result for a passenger vehicle using regular gasoline.

TABLE 58 comparison in the fuel consumption <New eco-friendly lubrication oil (including 0.3 volume % of eco-substance)> September <Normal> ~2009 Apr. 13 fuel fuel September to from consumption consumption The vehicle information Load (kg) Load (kg) Dates Running distance (km) amounts (l) (km/l) No. Kobe-130-A-8003 Lion Yokkaichi 15,140 empty — — Jan. 25, 2008 316 154 2.05 Type VOLVO Tractor Lion Yokkaichi 17,110 empty — — Apr. 9, 2008 150 0.00 Engine D12C Registration 2003 Lion Yokkaichi 12,990 empty — — May 15, 2008 320 141 2.27 Total weight 39920 kg Lion Yokkaichi 15,000 empty — — May 26, 2008 327 143 2.29 Ave. 15,060 Ave 321 147 2.18 <New eco-friendly lubrication oil (including 1.0 volume % of eco-substance)> 2009 Apr. 13~2010 Mar. 30 fuel fuel September from consumption consumption The vehicle information to Load (kg) Dates Running distance (km) amounts (l) (km/l) No. Kobe-130-A-8003 Lion 15,000 empty — Oct. 5, 2009 319 142 2.25 Type VOLVO Tractor Lion 15,000 empty — Oct. 6, 2009 320 145 2.21 Engine D12C Registration 2003 Ave 320 144 2.23 Total weight 39920 kg <[eco-fuel (including 0.5 volume % of eco-substance)] + [New eco-friendly lubrication oil (including 0.3 volume % of eco-substance)]> 2010 Apr. 1~ fuel fuel September from Running consumption consumption Reduction rate Reduction rate from The vehicle information to Load (kg) Dates distance (km) amounts (l) (km/l) from normal (%) only eco fuel (%) No. Kobe-130-A-8003 Lion 16,770 empty — Sept. 6, 2010 318 140 2.27 −4% −2% Type VOLVO Tractor Lion 11,330 empty — Sept. 9, 2010 320 138 2.32 −6% −4% Engine D12C Registration 2003 Ave 319 139 2.29 −5% −3% Total weight 39920 kg −5% −3% 10t car: average of Reduction rate — −7% trailer: average of Reduction rate −5% −5% all vehicles: average of Reduction rate — −6% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

TABLE 59 comparison in the fuel consumption <New eco-friendly lubrication oil (including 0.3 volume % of eco-substance October <Normal> ~2009 Apr. 13 Running fuel fuel October to from distance consumption consumption The vehicle information Load (kg) Load (kg) Dates (km) amounts (l) (km/l) No. Kobe-88-Ka-3714 SK Kawaguchi 8,300 TOKUOKA Tokyo 10,120 2009 1,171 442 2.65 Type. ISUZU P-CXM19P rev Jan. 14-16 Engine 10PC1 Registration 1984 Total weight 19,953 kg No. Kobe-88-Ka-4112 TAKOUYUSHI Aichi — — — — no date Type. ISUZU P-CXM19P rev SK Kawaguchi 10,100 TOUSHIN Nagano 10,520 2008 1,219 432 2.82 Engine 10PC1 Registration 1985 Oct. 17-21 Total weight 19,885 kg No. Kobe-88-Ka-4397 OYATSU Mie — YONESHO Toyama — no date Type. MITSUBISHI P-FU415N rev Engine 8DC9 Registration 1986 Total weight 19,715 kg No. Fukui-800-Ka-357 SK Saitama — MARUSHO Sendai — no date Type. NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total weight 19,870 kg No. Fukui-800-Ka-358 SK Kawaguchi — NAOTOMI Nagano — no date Type. NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total weight 19,870 kg No. Kobe-130-A-8002 MIZUSAWAKAGAKU Yamagata — NIIGATAKASEI Niigata — no date Type. VOLVO Tractor Engine D12 Registration 2002 Total weight 39920 kg SANYOKASEI Nagoya — — — — no date <eco-fuel (including 1.0 volume % of eco-substance)> 2009 Apr. 13~2010 Mar. 30 fuel Running consumption fuel October from distance amounts consumption The vehicle information to Load (kg) Dates (km) (l) (km/l) No. Kobe-88-Ka-3714 SK 7,500 TOKUKA 8400 2009 1,245 427 2.92 Type. ISUZU P-CXM19P rev Feb. 22-24 Engine 10PC1 Registration 1984 Total weight 19,953 kg No. Kobe-88-Ka-4112 TAKOUYUSHI 5000 — — Mar. 24, 2010 360 124 2.90 Type. ISUZU P-CXM19P rev SK 6000 10,100 TOUSHIN 2009 Nov. 21-23 1,237 405 3.05 Engine 10PC1 Registration 1985 Total weight 19,885 kg No. Kobe-88-Ka-4397 OYATSU 9900 YONESHO 9900 2009 Aug. 25-27 883 285 3.10 Type. MITSUBISHI P-FU415N rev Engine 8DC9 Registration 1986 Total weight 19,715 kg No. Fukui-800-Ka-357 SK 8280 MARUSHO 10880 2010 Nov. 13-17 1,910 517 3.69 Type. NISSAN P-CD45NC rev SK 8310 MARUSHO 10970 2009 Oct. 18-20 1,910 513 3.72 Engine PE6 Registration 1989 Ave 1,910 515 3.71 Total weight 19,870 kg No. Fukui-800-Ka-358 SK 5300 NAOTOMI 10770 2009 Dec. 23-25 1,318 387 3.40 Type. NISSAN P-CD45NC rev Engine PE6 Registration 1989 Total weight 19,870 kg No. Kobe-130-A-8002 MIZUSAWAKAGAKU 12550 NIIGATAKASEI 10420 2010 Feb. 22-24 1,573 520 3.03 Type. VOLVO Tractor MIZUSAWAKAGAKU 12000 NIIGATAKASEI 10300 2009 Nov. 26-28 1,579 475 3.32 Engine D12 Registration 2002 MIZUSAWAKAGAKU 12,540 NIIGATAKASEI 10280 2009 Oct. 1-3 1,581 472 3.35 Total weight 39920 kg Ave 1,578 489 3.23 SANYOKASEI 12500 — — Ave 373 148 2.52 <[eco-fuel (including 0.5 volume % of eco-substance)] + [New eco-friendly lubrication oil (including 0.3 volume % of eco-substance)]> 2010 

fuel Reduction Running consumption fuel Reduction rate from October from distance amounts consumption rate from only eco The vehicle information to Load (kg) Dates (km) (l) (km/l) normal (%) fuel (%) No. Kobe-88-Ka-3714 SK 7,000 TOKUOKA 10170 2010 1,175 360 3.26 −19% −10% Type. ISUZU P-CXM19P rev Oct. 12-14 Engine 10PC1 Registration 1984 Total weight 19,953 kg Ave −19% −10% No. Kobe-88-Ka-4112 TAKOUYUSHI 9850 — — Oct. 4, 2010 352 129 2.96 —  −2% Type. ISUZU P-CXM19P rev SK 8410 10,300 TOUSHIN 2010 1,184 350 3.38 −16% −10% Engine 10PC1 Registration 1985 Oct. 11-13 Total weight 19,885 kg Ave −16% −6% No. Kobe-88-Ka-4397 OYATSU 9900 YONESHO 10260 2009 889 262 3.39 — −7% Type. MITSUBISHI P-FU415N rev Aug. 25-27 Engine 8DC9 Registration 1986 Total weight 19,715 kg Ave — −7% No. Fukui-800-Ka-357 SK 7610 MARUSHO 10780 2010 1,930 510 3.78 — −2% Type. NISSAN P-CD45NC rev Oct. 15-18 Engine PE6 Registration 1989 Total weight 19,870 kg Ave — −2% No. Fukui-800-Ka-358 SK 8670 NAOTOMI 10770 2010 1,330 380 3.50 — −3% Type. NISSAN P-CD45NC rev Oct. 1-5 Engine PE6 Registration 1989 Total weight 19,870 kg Ave — −3% No. Kobe-130-A-8002 MIZUSAWAKAGAKU 12610 NIIGATAKASEI 9160 2010 1,553 439 3.54 — −9% Type. VOLVO Tractor Oct. 14-16 Engine D12 Registration 2002 Total weight 39920 kg SANYOKASEI 12570 — — 2010 388 149 2.60 — −3% Oct. 5-6 Ave — −6% Average of all vehicles −18% −6% conditions loadage: +−500 kg Utilization of the highway: 5~10% Tank cleaning using the power of loading and unloading Driver direct delivery from fuelmakers

indicates data missing or illegible when filed

As can be seen from the above, the combination of the eco

fuel and the new eco-friendly lubrication oil can further improve the fuel consumption performance.

The reason why the combination of the eco fuel and the new eco-friendly lubrication oil can improve the fuel consumption performance is that the eco fuel injected with the eco-substance itself has an effect of reducing the fuel consumption and also functions like lubrication oil partially in the mechanical parts. Thus, the eco-substance included in the fuel provides the effect.

Specifically, in the piston 2 and the con rod 1 shown in FIG. 1 for example, the lubrication oil flows from the lower side to the upper side of the con rod 1. Then, since the concave section 3 d of the piston 2 generally includes an oil ring (not shown), the lubrication oil flowed to the upper side passes through the oil hole 6 and is returned to the lower side by the oil ring of the concave section 3 d (arrow A). The reason is that the lubrication oil at the upper side than the concave section 3 d causes the PM black smoke or carbon generation, thus deteriorating the engine performance.

On the other hand, the non-existence of an oil film at the upper side than the concave section 3 d of the piston 2 undesirably causes metal attack. However, in an actual case, the fuel injected from the upper side of the piston 2 forms a thin oil film (arrow B) to suppress the metal attack at the upper side of the piston 2, thus allowing the fuel to function like lubrication oil.

When the fuel includes the eco-substance at this stage, friction is reduced compared with the conventional case and the oxidation and deterioration of the fuel as lubrication oil can be suppressed. It is also effective to prevent the rust of the piston 2.

5. [Rust Prevention Experiment]

Next, a rust prevention experiment was performed to investigate the rust prevention effect of the new eco-friendly lubrication oil. The rust prevention experiment was performed in the manner as described below. Specifically, the respective parts coated with normal lubrication oil and the respective parts coated with the new eco-friendly lubrication oil were left outside. Then, the rust states of the respective parts after the passage of a predetermined period were visually inspected.

FIG. 12 to FIG. 15 show the rust states from Sep. 16, 2010 to Oct. 18, 2010. In FIG. 12 to FIG. 15, the upper side shows the result for the new eco-friendly lubrication oil and the lower side shows the result for the normal lubrication oil.

The parts coated with the normal lubrication oil were significantly oxidized and showed a high amount of red rust. On the other hand, the parts coated with the new eco-friendly lubrication oil showed a very small amount of red rust. This clearly shows that the new eco-friendly lubrication oil has a rust prevention effect

As described above, the new eco-friendly lubrication oil injected with the eco-substance can reduce, when being used in an internal-combustion engine such as an automobile engine, the friction resistance in various engines, can reduce the fuel consumption amount, and can reduce carbon dioxide and other exhaust gas component. The new eco-friendly lubrication oil injected with the eco-substance also provides a rust prevention effect, suppresses the oxidation and deterioration of lubrication oil, suppresses the wear of the respective parts, thus providing a longer life to the internal-combustion engine.

6. [Jellylike Lubrication Oil]

The lubrication oil used for a grease application is manufactured by injecting the eco-substance (dimethyllaurylamine) of 1 to 5 volume % to conventional lubrication oil to subsequently inject thickener (e.g., calcium, sodium, lithium, aluminum, fatty acid salt) to uniformly disperse the thickener to thereby obtain a jellylike form. Then, the resultant jellylike lubrication oil can be used for a thrust bearing, an intermediate bearing, or a tire shaft for example to thereby reduce the friction resistance, to reduce the fuel consumption amount, and to reduce carbon dioxide and other exhaust gas components. Since this lubrication oil also has a rust prevention effect, this lubrication oil can suppress the oxidation and deterioration of the respective parts, thus providing a longer life to various engines. The jellylike lubrication oil also can be used not only for the above applications but also for respective parts of other various machines or equipment for example.

As described above, an embodiment of the present invention has been described with reference to the drawings and tables. However, various additions, changes, or deletions are possible within the scope not deviating from the intention of the present invention. In particular, the eco-substance is not limited to dimethyllaurylamine and also may be other dimethylalkyl tertiary amine. The eco-substance can be used as engine oil in an internal-combustion engine and also can be used as power steering oil, turbine oil, or gear oil and also can be used as lubrication oil for a driving system. Thus, such modifications are also included in the scope of the present invention.

DESCRIPTION OF THE REFERENCE NUMERALS

-   1 Con rod -   2 Piston -   3 a to 3 d Concave section -   4 Con rod bolt -   5 Con rod cap -   6 Oil hole -   A Lubrication oil flow -   B Fuel injection flow -   11 Engine -   12 Exhaust pipe -   13 Hot filter -   14 Heat-resistant hose -   15 Exhaust gas measurement apparatus -   16 Input apparatus -   17 Output apparatus -   18 Round tank -   19 Storage tank -   20 Pump -   21 Tanker lorry 

1. Lubrication oil injected with an impregnating agent comprising a dimethylalkyl tertiary amine in the range from 0.01 to 1 volume %.
 2. The lubrication oil according to claim 1, wherein the dimethylalkyl tertiary amine is represented by the general expression (1), wherein R is an alkyl group.


3. The lubrication oil according to claim 1, wherein the dimethylalkyl tertiary amine is from oils of plants or animals.
 4. The lubrication oil according to claim 1, wherein the impregnating agent is injected in an amount of 0.1 to 0.5 volume %.
 5. The lubrication oil according to claim 1, wherein the lubrication oil is internal-combustion engine lubrication oil.
 6. The lubrication oil according to claim 1, wherein the lubrication oil is used in the internal-combustion engine together with internal-combustion engine fuel injected with the impregnating agent in the range from 0.1 to 1 volume %.
 7. Lubrication oil that is injected with an impregnating agent consisting of dimethylalkyl tertiary amine in the range from 1 to 5 volume % and a thickener so that the resultant oil is jellylike.
 8. Internal-combustion engine fuel, wherein petroleum oil fuel is injected with a fuel oil impregnating agent comprising a dimethylalkyl tertiary amine in the range from 0.5 to 1 volume %.
 9. The internal-combustion engine fuel according to claim 8, wherein the petroleum oil fuel is light oil, kerosene, gasoline, or Bunker A.
 10. The internal-combustion engine fuel according to claim 8, wherein the fuel oil impregnating agent is injected in an amount of 0.99 to 1 volume %.
 11. The lubrication oil according to claim 2, wherein the dimethylalkyl tertiary amine is from oils of plants or animals.
 12. The lubrication oil according to claim 2, wherein the impregnating agent is injected in an amount of 0.1 to 0.5 volume %.
 13. The lubrication oil according to claim 3, wherein the impregnating agent is injected in an amount of 0.1 to 0.5 volume %.
 14. The lubrication oil according to claim 2, wherein the lubrication oil is an internal-combustion engine lubrication oil.
 15. The lubrication oil according to claim 3, wherein the lubrication oil is an internal-combustion engine lubrication oil.
 16. The lubrication oil according to claim 4, wherein the lubrication oil is an internal-combustion engine lubrication oil.
 17. The lubrication oil according to claim 2, wherein the lubrication oil is used in the internal-combustion engine together with internal-combustion engine fuel injected with the impregnating agent in the range from 0.1 to 1 volume %.
 18. The lubrication oil according to claim 3, wherein the lubrication oil is used in the internal-combustion engine together with internal-combustion engine fuel injected with the impregnating agent in the range from 0.1 to 1 volume %.
 19. The lubrication oil according to claim 4, wherein the lubrication oil is used in the internal-combustion engine together with internal-combustion engine fuel injected with the impregnating agent in the range from 0.1 to 1 volume %.
 20. The lubrication oil according to claim 5, wherein the lubrication oil is used in the internal-combustion engine together with internal-combustion engine fuel injected with the impregnating agent in the range from 0.1 to 1 volume %.
 21. The internal-combustion engine fuel according to claim 9, wherein the fuel oil impregnating agent is injected in an amount of 0.99 to 1 volume %. 